terps pans ops circling_approach
TRANSCRIPT
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Air China Flight 129 15.4.2002
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Circling Approach
1. What Is A Circling Approach
2. Its Design Criteria & Mechanics Involved
3. Flight Safety Awareness
4. Pans-Ops & TERPS Differences
5. Jeppesen Approach Chart Explained
This Presentation Is To Discuss:
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What Is A Circling Approach?
• It is a visual flight manoeuvre
• Or an extension of an instrument approach
Basic Assumptions:• Visual with landing runway or approach aids
• At or above MDA unless in a position to land
• If visual is lost, a go-around must be executed
• A climbing turn towards the runway, and to establish on published missed approach track
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When To Do A Circling Approach
• No precision approach aid available
• Unable to design a non-precision approach due to certain constraints:a. Navigational facility out of design tolerance
b. Unable to make a normal descent rate landing due to terrain constraints
c. The only available mean to make a landing on a particular runway
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Visual Manoeuvring Area
The visual manoeuvring area is determined by drawing arcs (Ř) centred on each runway threshold and joining those arcs with tangent lines
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Visual Manoeuvring (Circling Approach) Area
Ř = 2 (r) + straight segmente.g. Cat D Airplane: Ř = 2.34+2.34+0.60 = 5.28nm
Where (r) is the airplane’s turn radius (242kt TAS & 20º AOB)
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Design Criteria (ICAO Pans Ops)
• Aircraft Category (Cat C or Cat D)
• Aircraft Manoeuvre Speed
• Wind Velocity – 25kt throughout the turn
• Bank Angle – Rate 1 Turn or 20º whichever is less
• Airport Elevation – 2000ft amsl
• ISA + 15°
Reference: ICAO Pans-Ops Doc 8168 Volume 1 Chapter 4
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ICAO Pans Ops Design Criteria
Category C D
Manoeuvre Speed (IAS) 180kt 205kt
TAS At 2000ft +
Wind Factor215kt 242kt
Radius Of Turn (r) 1.85nm 2.34nm
Straight Segment 0.50nm 0.60nm
(Ř) 4.20nm 5.28nm
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Visual Manoeuvring (Circling) Area Not Considered For Obstacle Clearance
It is permissible to eliminate from consideration a particular sector where a prominent obstacle exists in the manoeuvring (circling) area outside the final approach and missed approach area (Known as the prohibited area)
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Visual Manoeuvring (Circling) Area
And The Prohibited Area
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Obstacle Clearance & OCA/H (Where MDA is worked out)
CategoryObstacle
Clearance
Lowest OCA/H Above Aerodrome
Elevation
Minimum visibility*
C 394ft 591ft 3700m (2.0nm)
D 394ft 689ft 4600m (2.5nm)
* There are exceptions to the rule. Minimum visibility can be lowered if a localiser or other navigational facilities are available for the inbound tracking
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US TERPS Criteria
Cat C Cat D
Manoeuvring Speed 140kt 165kt
Ř 1.7nm 2.3nm
Minimum Visibility *1-1.5sm
(1600-2400m)
2sm
(3200m)
Minimum H.A.A. 450ft 550ft
Obstacle Clearance 300ft 300ft
* Minimum visibility can be lowered if a localiser orother facility is available for the inbound tracking
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PANS-OPS & TERPS DEFINITIONS
PANS-OPS (ICAO):
Procedures For Air Navigation Services – Flight Operations
TERPS (USA):
Terminal Instrument Approach Procedures
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Visual Manoeuvring Using Standard Track
For Discussion Purpose Only
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The Mathematics Behind
• At Speed 210kt = 3.5nm per minute• Rate 1 turn = 180º per minute• 45º turn will take 15 second to complete• 15+30+15 seconds = 1 min
At 210kt: S = Sine 45º x 3.5 = 0.707 x 3.5 = 2.47nm
• At Speed 180kt = 3nm per minute
At 180kt: S = Sine 45º x 3.0 = 0.707 x 3.0 = 2.12nm
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B747-400 Gear Down Flaps 30 - 150Kt IAS(Groundspeed 165Kt Maximum)
• S = 1.76nm (150kt Groundspeed) or • S = 1.94nm (165kt Groundspeed)
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Approximate Rate Of Descent From MDA To Touch Down
• At 700ft a.a.l. -------- 300-400fpm
• At 1000ft a.a.l. -------- 500-600fpm
• At 1200ft a.a.l. -------- 600-700fpm
CAUTION! Wings Must Be Level By 300ft a.a.l.
“Eye-Ball” All The Way From Base Turn Until Line-Up With The Extended Landing Runway Centreline – Watch
The PAPI To Maintain The Appropriate Slope Angle
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How To Determine Fac & Radius Of Turn
1. Acceleration towards the centre of the turn (ac) = V2/r
2. W = mg or m = W/g
3. Fac = mV2/r = W.V2/gr = W.tan(b)
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Determining Radius Of Turn
Approach speed = 150 knots (TAS)
r = (150 x 0.514)2 / 9.81 x tan 20º
= 5944 m/s / 9.81 x 0.364 m/s2
= 5944 m/s / 3.57 m/s2
= 1665 m = 1.665 km
= 1.665 km / 1.854 km
= 0.9 nm r = 0.8 nm if AOB = 22.5º
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Determine The AOB Of Rate 1 Turn
V = TAS (m/s)
g = 9.81 m/s2
tan(b) = AOB
r = radius of turn (m)
t = s/°.
If the amount of time it takes to fly a 360° circle is 360t; then t will represent the time it takes to turn 1°
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To Determine Angle Of Bank Of Rate 1 Turn Using A Simple Rule Of Thumb
10% Of Groundspeed + 7 = AOB
KTAS Bank Using Equation
Bank Using Rule of Thumb
50 7.8º 12º
100 15.5º 17º
150 22.5º 22º
180 26.5º 25º
260 35.7º 33º
320 41.5º 39º
475 52.7º 55º
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Forget About The Mathematics
• Just Set ND to 5nm Scale
• Ensure Airplane Symbol Stays Within
2nm From Runway
• Fly No Lower Than MDA
• No Faster Than Approach Speed
• You will be safe from obstacles in
the manoeuvring area
--- Rule Of Thumb ---
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Various Visual Entries
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Missed Approach Go-Around
IMPORTANT!
If lost visual during circling, it is imperative that the pilot flying must initiate a climbing turn towards the
runway until established on the published missed approach track
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Should a go-around be necessary after breakoff from the instrument approach, the missed approach procedure associated with that instrument approach should be used.
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Executing A Missed Approach
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Some Airports For Discussion
1. Penang – Pans-Ops
2. Tabriz – Pans-Ops
3. Fukuoka – TERPS
4. Kimhae – TERPS
5. Kathmandu – ?
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Main Differences BetweenPans Ops & TERPS Charts
Pans Ops Chart
1. The phrase “Pans Ops” is printed at the bottom left corner
2. Manoeuvre speeds:
Cat C a/c: 185kt
Cat D a/c: 205kt
TERPS Chart
1. It does not have “TERPS” printed anywhere (Before 2004)
2. Manoeuvre speeds:
Cat C a/c: 140kt
Cat D a/c: 165kt
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Pans-Ops Vs TERPS
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Pans-Ops Chart Legends
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TERPS Chart Legends
TERPS Margin notation appeared on charts printed after 21 Nov 2003
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Pans-Ops Or TERPS?
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IAP Design Indicators
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Fukuoka Airport
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Pusan (Kimhae) Airport
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Revised Chart
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Which Sector Is Prohibited To Circling?
Caution!
Circling Prohibited In Sector Inbound From 070º-200º Clockwise From Threshold Runway 04.
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Penang Airport
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Kathmandu Airport
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Tabriz – VOR DME 1
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The End
This Presentation Is Prepared By:This Presentation Is Prepared By: Capt Eddie Foo S NCapt Eddie Foo S N
You Can Download The PPT File By:You Can Download The PPT File By: Log-in to: Log-in to: www.yahoo.com Click On The Click On The ““MailMail”” Icon Icon Log-In ID: Log-In ID: eddiefoosneddiefoosn Password: Password: eddiefoofileseddiefoofiles
Updated On 3Updated On 3rdrd May 2005 May 2005
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Unlucky!
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Air China Flight 129
You Are Advised To Read & Digest The KAIB’s (Korean Aviation-Accident Investigation Branch) Official Report On Air China Flight 129’s Tragic “Circling To Crash”.
There Are Many Invaluable Lessons To Be Learned; As Well As The Safety Recommendations Proposed/Adopted.