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RWANDA CIVIL AVIATION AUTHORITY
RCAA-MOS-ANS001
MANUAL OF STANDARDS FOR AIR NAVIGATION
SERVICES
(MOS-ANS)
PART I V
Construction of Visual and Instrument Flight Procedures
Second Edition
March 2015
Manual of Standards-ANS Part IV- Construction of Visual and Instrument Flight Procedures
Foreword
The Director General, under Article 8 of the law No.75/2013 of 11/9/2013, is empowered to issue
instructions in relation to the provisions of the said Law and related regulations, to ensuring safety
of civil aviation
Pursuant to the Regulation 4 of Annex XXI (Air Navigation Services) to the Ministerial
Regulations N° 02/MOS/TRANS/015, the Manual of Standards for Air Navigation Services
(MOS-ANS) is issued by the Authority to prescribe standards and requirements to be met by air
• navigation services providers.
The standards in MOS-ANS are based mainly on standards and recommended practices stipulated
in Annexes 3, 4, 5, 10, 11, 12 and 15 to the Convention on International Civil Aviation (the
Chicago) and in the Procedures for Air Navigation Services — Air Traffic Management (PANS-
ATM) and with such modifications as may be determined by the Authority to be applicable in
Rwanda.
Amendments to MOS-ANS is a responsibility of the Authority. Readers should forward advice of
errors, inconsistencies or suggestions for improvement to the Authority.
• This edition supersedes the First Edition of June 2014
Director General
Rwanda Civil Aviation Autho
• Rwanda Civil Aviation Authority March 2015
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DISTRIBUTION LIST
Serial No. Issued to Date
01. Director General
02. Director ANS
03. Director FSS
04. Chief ATC
05. Chief AIM
06. FSS library
07.
08.
09.
10.
11.
12.
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RECORD OF AMENDMENTS
Amendment Number Amendment Date Date Entered Entered By
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TABLE OF CONTENTS
FOREWORD………………………………………………………………………………....i
DISTRIBUTION LIST…………………………………………….………………………………...ii
RECORD OF AMENDMENT……………………………………….……………………………..iii
CHAPTERS CHAPTER 1. DEFINITIONS AND ABBREVIATIONS ........................................................ 1-1
1.1 Definition .................................................................................................................. 1-1
1.2 Abbreviations .......................................................................................................... 1-3
CHAPTER 2. INTRODUCTION.......................................................................................... 2-1
2.1 General ................................................................................................................. 2-1
CHAPTER 3. INSTRUMENT FLIGHT PROCEDURE DESIGN ORGANISATION ................ 3-1
3 .1 Organisation ............................................................................................................ 3-1
3.2 Instrument Flight Procedure Design Manual ............................................................. 3-1
3.3 Documents and Records Control System ...................................................................... 3-2
CHAPTER 4. FLIGHT PROCEDURE DESIGN .................................................................... 4-1
4.1 Introduction .......................................................................................................... 4-1
4.2 CAA oversight .......................................................... Error! Bookmark not defined.
4.3 PANS-OPS (Construction of visual and instrument flight procedures) – ...................... 4-1
Operational Requirements ................................................................................................ 4-1
4.4 Operational Personnel requirements ......................................................................... 4-1
4.5 Resource Requirements ............................................................................................. 4-3
4.6 Design of Instrument Flight Procedures ........................................................................ 4-4
4.7 Publication of instrument flight procedures .................................................................. 4-5
4.8 Maintenance of instrument flight procedures ................................................................. 4-6
4.9 Errors in published instrument flight procedures ............................................................ 4-6
4.10 Management of records ............................................................................................. 4-7
4.11 Design Criteria—Instrument Flight Procedures ........................................................... 4-7
CHAPTER 5. PROCEDURE DESIGN INFORMATION ACQUISITION ............................... 5-1
5.1 Information Acquisition .............................................................................................. 5-1
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CHAPTER 6. INSTRUMENT FLIGHT PROCEDURE DESIGN PROCESS ........................... 6-2
6.1 Introduction ............................................................................................................... 6-2
6.2 Procedure Design ....................................................................................................... 6-2
6.3 Procedure Design Documentation ............................................................................ 6-2
6.4 Ground and Flight Validation ..................................................................................... 6-3
CHAPTER 7. PROCEDURE DESIGN AUTOMATION ........................................................ 7-1
7.1 General ..................................................................................................................... 7-1
7.2 Procedural Design Automation................................................................................ 7-1
CHAPTER 8. GENERAL CRITERIA AND PROCEDURES FOR ESTABLISHMENT OF
AERODROME OPERATING MINIMA ............................................................................... 8-1
8.0 Introduction ............................................................................................................... 8-1
8.1 Aerodrome Operating Minima ..................................................................................... 8-1
8.2 Establishment of Obstacle Clearance Altitude/Height (OCA/H) ...................................... 8-2
APPENDIX
APPENDIX 1 Instrument Flight Procedure Design Process……………..…………………APP1-1
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CHAPTER 1. DEFINITIONS AND ABBREVIATIONS
1.1 Definition
Consultation. A conference between two or more people to consider a particular question.
Conceptual design. High-level graphical and/or textual description of the designer's interpretation
of the stakeholders’ requirements.
Designer. A person adequately trained who performs the design of an instrument flight procedure.
Flight procedure design. The complete package that includes all the considerations that went into
the development of an instrument flight procedure.
Flight procedure design process. The process which is specific to the design of instrument flight
procedures leading to the creation or modification of an instrument flight procedure.
Instrument flight procedure. A description of a series of predetermined flight manoeuvres by
reference to flight instruments, published by electronic and/or printed means.
Instrument flight procedure design organization. An organisation responsible for the design
and maintenance of visual and instrument flight procedures
Instrument flight procedure designer. A person who has acquired and maintained the required
competency level to design flight procedures in accordance with the applicable criteria.
Instrument flight procedure process. The overarching process from data origination to the
publication of an instrument flight procedure.
Integrity (aeronautical data). A degree of assurance that an aeronautical data and its value has
not been lost or altered since the data origination or authorized amendment.
Planned departure route. A notified instrument flight rule departure (IFR) route linking the
aerodrome or a specific runway of the aerodrome with a specified significant point, normally on
the boundary of controlled airspace associated with the aerodrome.
Procedure. A specified way to carry out an activity or a process (see ISO 9000:2000 Quality
management systems — Fundamentals and vocabulary, section 3.4.5).
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Process. A set of interrelated or interacting activities which transforms inputs into outputs (see
ISO 9000:2000 Quality management systems — Fundamentals and vocabulary, section 3.4.1);
hence “flight procedure design (FPD) process” or “instrument flight procedure process”.
Quality record. Objective evidence which shows how well a quality requirement is being met or
how well a quality process is performing. Quality records normally are audited in the quality
evaluation process.
Review. An activity undertaken to determine the suitability, adequacy and effectiveness of the
subject matter to achieve established objectives
(see ISO 9000:2000 Quality management systems — Fundamentals and vocabulary, section
3.8.7).
Software validation. Acknowledgement, derived from a series of tests, of the compliance of an
automation system with the applicable standards.
Functional validation. Confirmation of the correct implementation of automation functions and
of the compliance of the human machine interface with the user requirements.
Validation with reference to criteria. Confirmation through a series of tests of the compliance of
the results with reference to applicable criteria.
Standard instrument arrival. A designated instrument flight rule arrival (IFR) route linking a
significant point, normally on an ATS route, with a point from which a published instrument
approach procedure can be commenced.
Standard instrument departure. A designated instrument flight rule (IFR) departure route
linking the aerodrome or a specific runway of the aerodrome with a specified significant point,
normally on a designated ATS route, at which the enroute phase of a flight commences.
Validation. Confirmation, through the provision of objective evidence, that the requirements for
a specific intended use or application have been fulfilled. The activity whereby a data element is
checked as having a value that is fully applicable to the identity given to the data element, or a set
of data elements that is checked as being acceptable for their purpose.
Verification. Confirmation, through the provision of objective evidence, that specified
requirements have been fulfilled. The activity whereby the current value of a data element is
checked against the value originally supplied.
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1.2 Abbreviations
AIP - Aeronautical Information Publication
AIS - Aeronautical Information Services
ATC - Air Traffic Control
ATS - Air Traffic Services
CRM - Collision Risk Model
FIR - Flight Information Region
ICAO - International Civil Aviation Organisation
IFP - Instrument Flight Procedure
IFR - Instrument Flight Rules
MOS - Manual of Standards
OJT - On-the-Job Training
PANS-OPS - Procedure for Air Navigation Services – Aircraft Operations
RCAA - Rwanda Civil Aviation Authority
FSS - Flights and Safety Services
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CHAPTER 2. INTRODUCTION
2.1 General
2.1.1 This manual provides standards and requirements for the design and maintenance of visual
and instrument flight procedures (IFP). This is to ensure that all published IFP intended for use by
aircraft operating under instrument flight rules (IFR) in Kigali flight information region (FIR) meet
ICAO requirements for instrument flight procedures.
2.1.2 The IFP design organization shall ensure that the quality and safety of the procedure design
products are assured through the review, verification, coordination and validation at appropriate
points in the process, so that corrections could be made at the earliest opportunity in the process.
2.1.3 In the interest of safety, the IFP design organization shall implement the provisions of this
manual and any other guidance given in a consistent manner, using processes that will minimize
the possibility of errors, identify errors that do occur before they impact safety, and provide for
continuous improvement of the procedure design process in order to eliminate or reduce future
errors.
2.1.4 Where there is a difference between a standard in this Manual and that of the above-
mentioned ICAO documents, the standard in this Manual shall prevail.
2.1.5 In this Manual, standards are preceded by the word “shall”, whereas recommended practices
are preceded by the word “should”. The IFP design organization shall comply with all standards
at all times and should endeavor to comply with all recommended practices.
2.1.6 When the IFP design organization is not able to comply with any standards specified or
referenced in this Manual, the IFP design organization shall apply to FSS Division for exemption
or deviation from the relevant standards. Applications shall be supported in writing with the
reasons for such exemption or deviation including any safety assessment or other studies
undertaken and where appropriate, an indication of when compliance with the current standards
can be expected.
2.1.7 Any exemption or deviation granted to the IFP design organization shall also be recorded in
the operations manual. The operations manual shall also contain the details of the exemption or
deviation, such as the reason that the exemption or deviation was requested and any resultant
limitations or conditions imposed.
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2.1.9 The IFP design organization shall ensure that the units of measurement as specified in the
Manual of Standards Part III Section 2– Units of Measurement to be used in Air and Ground
Operations are used in the design of instrument flight procedures where applicable.
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CHAPTER 3. INSTRUMENT FLIGHT PROCEDURE DESIGN ORGANISATION
3 .1 Organisation
3.1.1 The IFP design organization shall maintain an appropriate instrument design office to enable
the IFP designer to carry on design work in instrument flight procedures in accordance with the
requirements set out in this Manual.
3.1.2 The IFP design organization shall ensure that the designs of instrument flight procedure are
in accordance with:
a) applicable standards set out or referred to in ICAO Doc 8168;and
b) applicable standards as set out in this Manual.
3.1.3 The IFP design organization shall make provisions for a person(s) trained in IFP design to
check and verify independently the plans of each instrument flight procedure designed.
Note – A reference to verifying an instrument flight procedure is a reference to the process of
checking the procedure (including all data, computations and drawings for the procedure) in
accordance to the applicable standards set out in this manual.
3.2 Instrument Flight Procedure Design Manual
3.2.1 The IFP design organisation shall develop and maintain operations manual. The operations
manual shall serve to demonstrate how the service provider will comply with the requirements set
out in this manual of standards.
3.2.2 The contents of the operations manual shall include but not limited to the following:
a) the information required of the IFP design organisation as mentioned in this Manual; and
b) a description of the IFP design office that shows the role, responsibilities and job functions of
the IFP design office personnel who are responsible for ensuring the compliance of the
organisation with the requirements in subparagraph (a).
3.2.3 The IFP design organisation shall:
a) keep the operations manual in a readily accessible form;
b) ensure that the IFP designer has ready access to the operations manual; and
c) amend the operations manual whenever necessary to keep its content up to date.
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3.2.4 The IFP design organisation shall submit a copy of the most current operations manual to the
Director of FSS for review and recommendation for approval by the Director General RCAA.
3.3 Documents and Records Control System
3.3.1 The IFP design organisation shall establish and put into effect, a system for controlling
documents and records relating to the instrument flight procedures on which the designer carries
on design work, including the policies and procedures for making, amending, preserving and
disposing of those documents and records.
3.3.2 The IFP design organisation shall keep and retain documents and records, or copies of them
or extracts from them, available for inspection.
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CHAPTER 4. FLIGHT PROCEDURE DESIGN
4.1 Introduction
4.1.1 The design of procedures in accordance with the ICAO PANS-OPS criteria assumes normal
operations. It is the responsibility of the operator to provide contingency procedures for abnormal
and emergency operations.
4.1.2 The criterion described in Doc 8168 includes both conventional as well as area navigation
and satellite based procedures for all phases of flight.
4.1.3 The criteria to be used for the establishment of aerodrome operating minima will be as
prescribed by the ANSP
4.3 PANS-OPS (Construction of visual and instrument flight procedures) –
Operational Requirements
4.3.1 IFP design organisation to establish a procedure design office or entity to be responsible for
the development and maintenance of visual and instrument flight procedures.
4.3.2 The IFP design organisation may when necessary contract the service to another agency or
entity subject to such conditions as may be prescribed by the ANSP.
4.3.3 The IFP design organization shall develop job descriptions for its PANS-OPS technical staff
further to the guidelines provided in section 4.4.4.2 below.
4.4 Operational Personnel requirements
4.4.1 The IFP design organisation providing an instrument flight procedure service shall:-
i) employ, contract, or engage sufficient personnel to plan, design, verify, and maintain the
instrument flight procedures provided by the organization.
ii) establish a procedure for initially assessing, training, and maintaining, the competence of those
personnel involved in the planning, design, verification, and maintenance of instrument flight
procedures.
4.4.2 Minimum Qualifications and experience of Procedure designers
4.4.2.1 The IFP design organisation shall ensure that a person designing or amending a flight
instrument procedure demonstrates required competency level for flight procedure design. IFP
designers shall acquire and maintain this competency level through training and supervised on-
the-job training (OJT).
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4.4.2.2 Before an IFP designer is assigned any design duties she/he shall be able to meet the
following requirements:-
a) successful completion of the ICAO PANS-OPS course for the relevant flight procedure type;
b) a minimum of five years aviation experience in any of the following fields namely as a pilot,
air traffic controller, aeronautical information officer,
Engineer or equivalent experience; and
c) completion of a minimum of two approved flight procedure designs under the supervision of a
competent procedure designer.
d)Familiarity with CAD and GIS software applications
4.4.3 Training for IFP Designers
4.4.3.1 The training for IFP designers shall include an initial training and recurrent training at
periodic intervals.
4.4.3.2 The IFP design organisation shall ensure that the IFP designer is able to demonstrate a
basic level of competency through training that includes at least the following elements:
a) overview of ICAO Standards and Recommended Practices (SARPs) relating to IFP design and
promulgation;
b) knowledge of information contained in ICAO Doc 8168 – PANS-OPS, and other related ICAO
provisions relevant to procedure designs;
c) general criteria in IFP designing;
d) non-precision approach design;
e) precision approach design;
f) instrument departure designs;
g) criteria for RNAV, GNSS and PBN; and
h) practical exercises in the design of procedures.
4.4.3.3 The IFP design organisation shall ensure that the IFP designer is able to demonstrate a
basic level of competency through recurrent training that includes at least the following elements:
a) knowledge about updates in ICAO provisions and other provisions pertaining to procedure
design; and
b) maintenance and enhancement of knowledge and skills in the design of procedures.
4.4.3.4 OJT is aimed at permitting the new IFP designer to integrate his basic knowledge with
actual practice. The IFP design organisation shall ensure that new IFP designers undergo an
adequate, supervised OJT.
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4.4.3.5 The competency of the IFP designer shall be subject to periodic verification by FSS
Directorate to ensure continued compliance with the requirements in this manual.
4.4.3.6 The IFP design organisation shall maintain training records for their IFP designers.
4.4.4 Functions and Responsibilities for procedure designers
4.4.4.1 The function of the of the procedure design engagement is twofold ie to ensure:-
a) provision of accurate and operationally useable procedures in an environment that is
increasingly dynamic and sensitive to the intrusive nature of aircraft operations
b) continued professional development in the fields of air navigation, PANS-OPS criteria and tools
and methods for design and evaluation of flight procedures
4.4.4.2 Designated Procedure Designers shall be able to accomplish the following
responsibilities:-
a) Design, revise and maintain all types of instrument flight procedures when called upon for of
all airports and ATS routes within Kigali Flight Information Region, according to the ANSP’s
specifications.
b) Review, verify, maintain and guarantee a quality assurance in the flight procedure design.
c) Maintain a well structured database for obstacles assessment.
d) The preparation for and where requested, participation in, flight validation of new or amended
procedures.
e) Assessments of the impact of man-made obstructions and of hazardous activities on instrument
flight procedures.
f) Assessments of airspace requirements for protection of the IFR flight procedures and technical
input in airspace design process.
g) Preparation of submissions to CAA and AIM for publication of the developed IFP.
h) Perform other related duties as assigned by the Team Leader/Chief Designer.
4.5 Resource Requirements
The IFP design organisation providing an instrument flight procedure service shall:-
a). have available equipment that is appropriate for the design, design verification, flight
validation, and maintenance of all the types of instrument flight procedure that are designed by the
entity;
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Note: Some of the services like flight validation may be contracted, however the IFP design
organisation shall endeavour to comply with the provisions of Doc 8168 Part I Section 2 chapter
4 (Quality Assurance) para 4.6.6.
b). have access to relevant and current data including, but not limited to, aeronautical data, land
contour data, and obstacle data for the design, design verification, flight validation, and
maintenance of the instrument flight procedures developed by, and maintained by, the
organization; and
c). hold or have ready access to copies of relevant documentation comprising technical standards,
practices, and instructions, and any other documentation that may be necessary for the design,
design verification, flight validation, and maintenance of all the types of instrument flight
procedures.
d). establish a procedure for ensuring that:-
i) personnel have access to the data referred to in paragraph (b) for all the types of instrument flight
procedures; and
ii) the data referred to in paragraph (b) is current, traceable, and meets the required level of
verifiable accuracy for the design, design verification, flight validation, and maintenance of
instrument flight procedures.
e). establish a procedure for controlling all documentation required by paragraph
(c) to ensure that—
i) the documentation is reviewed and authorized by an appropriate person before issue and use;
and
ii) current issues of relevant documentation are available to personnel if they need access to the
documentation; and
iii) every obsolete document is promptly removed from every point of issue and use; and
iv) a change to documentation is reviewed and authorized by an appropriate person before issue
and use; and
v) the current version of every item of documentation can be identified to prevent the use of
superseded material.
4.6 Design of Instrument Flight Procedures
1) The IFP design organisation providing an instrument flight procedure service shall establish
procedures for ensuring that every instrument flight procedure, is:-
a). designed or amended using methods ensuring that the procedure meets the applicable
requirements and standards prescribed in 4.11; and
b). independently verified, before flight validation, by a qualified person who is independent of
the person directly responsible for the design; and
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c). flight validated in accordance with the procedures required under paragraph (b), to ensure
that—
i) the instrument flight procedure allows aircraft using the procedure to manoeuvre consistently
within safe operating practices and pilot workloads for the categories of aircraft that the procedure
is intended for; and
ii) the instrument flight procedure provides azimuth and distance information, and vertical
guidance information for a precision approach, in accordance with ICAO standards for the
operation of aircraft to ensure that an aircraft using the procedure remains clear of obstacles; and
iii) visual guidance systems and cues for the runway are appropriate for the instrument flight
procedure and are not confused by lighting, laser sky displays, or any other visual distraction.
2) The IFP design organisation shall establish procedures for conducting the flight validation of
an instrument flight procedure as required by paragraph (1) (c).
3) The flight validation procedures required under paragraph (c) above shall include the use of
equipment that—
a). has the precision, and accuracy traceable to appropriate standards, that are necessary for the
validation being performed; and
b). has known measurement uncertainties including, but not limited to, the software, firmware and
crosswind uncertainties; and
c). records the actual flight path of the validation aircraft, and
d). is checked before being released for use, and at intervals not exceeding the calibration intervals
recommended by the manufacturer, to establish that the system is capable of verifying the integrity
of the instrument flight procedure, and
e). is operated in accordance with flight validation system procedures and criteria by persons who
are competent and current on the system used.
4.7 Publication of instrument flight procedures
4.7.1 The IFP design organisation shall establish a procedure to ensure that—
a). an instrument flight procedure is not published or made available for operational use unless it
has been flight validated and approved .
b). the initial publication of, or any change to, an instrument flight has been accurately published.
c). the date that the instrument flight procedure is intended to come into effect is clearly stated.
d). The IFP design organisation shall ensure that instrument flight procedures designs/charts, are
provided to the Aeronautical Information Service (AIS) provider for publication in the AIP.
e). the designs/charts published in the AIP shall be produced in accordance with the provisions
contained in the documents listed below:
i) ICAO Doc 8168 Volumes I and II - Procedures for Air Navigation Services – Aircraft Operations
(PANS-OPS). ii) ICAO Doc 8697 – Aeronautical Chart Manual.
iii) Manual of ANS Standards Part III – Section 1 and 2.
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4.7.2 The aeronautical charts included in the AIP shall be kept up-to-date by means of
replacement sheets where necessary. Significant amendments or revisions in the IFP shall be
clearly indicated in the revised charts.
4.8 Maintenance of instrument flight procedures
a). The IFP design organisation providing an instrument flight procedure service shall establish
procedures for maintenance of instrument flight procedures in accordance with the requirements
of this section.
b). the procedures required by paragraph (a) shall include details for every instrument flight
procedure to be reviewed, and flight validated if necessary,
i) on a periodic basis (at intervals not more than five years) ensuring that the instrument flight
procedure continues to meet the applicable standards and requirements of this section; and
ii) if there is a change in any of the data referred to in requirement (4.5) (b) that may affect the
integrity of the instrument flight procedure.
c). the procedure required under paragraph (a) shall include and document the grounds and criteria
for establishing or changing the interval between the periodic maintenance reviews for each
instrument flight procedure.
4.9 Errors in published instrument flight procedures
4.9.1. The IFP design organisation providing an instrument flight procedure service shall
establish procedures for recording, investigating, correcting, and reporting, any identified error,
and any identified non-conformance or suspected nonconformance with the standards and
requirements of this section, in an instrument flight procedure that is approved or maintained by
the entity.
4.9.2. The procedure required by paragraph (4.9.1) shall require that—
a) an instrument flight procedure is immediately withdrawn from operational use if the error or
non-conformance referred to in paragraph (1) affects, or may affect, the safety of an aircraft
operation; and
b) the error or non-conformance is corrected, and certified by a senior person who is appropriately
authorized.
c)the correction required by paragraph (b) is clearly identified and promulgated by the most
appropriate means relative to the operational significance of the error or non-conformance; and
d) the source of the error or non-conformance is identified, and—
i) If possible, eliminated to prevent a recurrence; and
ii) preventive action is taken to ensure that the source of the error or non-conformance has not
affected the integrity of any other instrument flight procedure; and
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e) the RCAA is immediately notified, of a promulgated information incident relating to an error or
non-conformance referred to in paragraph (4.9.1).
4.10 Management of records
a) The IFP design organisation providing an instrument flight procedure service shall establish
procedures for the management of records that are required for the organization’s functions
relating to the design, certification and maintenance of instrument flight procedures.
b) The management of records under paragraph (a) includes the identification, collection, indexing,
storage, safekeeping, accessibility, maintenance and disposal of records.
4.11 Design Criteria—Instrument Flight Procedures
4.11.1 Every instrument flight procedure shall be designed in accordance with the requirements of
this section and in accordance with the appropriate design processes, standards, guidelines, and
aeronautical data quality requirements contained in the following:
a) ICAO Documents—
i) Doc 8168, Procedures for Air Navigation Services – Aircraft Operations — Volume I Flight
Procedures, and Volume II, Construction of Visual and Instrument Flight Procedures:
ii) Doc 8697, Aeronautical Chart Manual:
iii) Doc 9365, Manual of All-Weather Operations:
iv) Doc 9613 Performance Based Navigation Manual — Volume I Concept and Implementation
Guidance, and Volume II Implementing RNAV and RNP:
v) Doc 9881, Guidelines for Electronic Terrain, Obstacle and Aerodrome Mapping Information:
vi) Doc 9274 - AN/904 Manual on the Use of the Collision Risk Model (CRM) for ILS operations;
vii) Doc 9368 - AN/911 Instrument Flight Procedure Construction Manual;
viii) Doc 9906 - AN/472 Quality Assurance Manual for Flight Procedure Design;
ix) Doc 9674 - AN/946 World Geodetic System 1984 (WGS-84) Manual;
x) ICAO; Manual on Airspace Planning Methodology for the
Determination of Separation Minima Doc 9689;
xi) ICAO, Global Navigation Satellite System (GNSS) Manual, Doc 9849.
b) Standards contained in—
i) Manual of ANS Standards Part III Section Three (Aeronautical Information
Services) and One (Aeronautical Charts)
ii) ICAO Annex 6, Operation of Aircraft.
iii) Manual of ANS Standards Part I Section I (Air Traffic Services).
iv) Manual of Aerodrome Standards.
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c) Any other guideline or standard that is applicable to a particular type of instrument flight
procedure and is acceptable to the RCAA.
4.11.2 The design of an instrument flight procedure shall—
a) be coordinated with all appropriate air traffic service providers; and
b) be compatible with any air traffic service and associated procedure that is provided within the
area or areas of airspace where the instrument flight procedure is intended to be established; and
c) take into account—
i) any noise abatement procedures
ii) any bylaws or other legislation restricting aircraft operations; and
iii) the classification and any associated designation of the airspace in which the instrument flight
procedure is to be established and any adjacent airspace that may be affected by the procedure;
and
iv) the effect that the proposed instrument flight procedure may have on any other instrument flight
procedure established in the airspace.
4.11.3 An instrument flight procedure shall not be designed on or use a ground based aeronautical
facility unless the aeronautical facility is installed and operated as per the provisions of the Air
Navigation Regulations.
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CHAPTER 5. PROCEDURE DESIGN INFORMATION ACQUISITION
5.1 Information Acquisition
5.1.1 Current and complete survey data and information is crucial to the design of safe IFP. The
IFP design organisation shall ensure that the survey and subsequent IFP design activities are
controlled and monitored by a person(s) trained in procedure design.
5.1.2 In the obstacle survey for procedure design, the IFP designer shall consider that:
a) all obstacles be accounted for. Items, such as trees and heights of tall buildings shall be
accounted for either by physical examination of the site or by addition of a suitable margin above
terrain contours; and
b) the accuracy of the vertical and horizontal data obtained may be adjusted by adding an amount
equal to the specified survey error to the height of all measured obstructions and by making a
corresponding adjustment for specified horizontal error.
5.1.3 The procedure design information shall be coordinated with all relevant stakeholders. As
input for the procedure design process the following aspects need to be assessed:
a) airport, navigation aid, obstacle, terrain coordinate and elevation data, based on verified surveys
and complying with Manual of Standards for ANS Part I and III and the Manual of Aerodrome
Standards;
b) airspace requirements;
c) user requirements – the needs of Air Traffic Service provider and operators who will use this
procedure;
d) airport infrastructure such as runway classification, lighting, communications, runway
markings, and availability of local altimeter setting;
e) environmental considerations; and
f) any other potential issue associated with the procedure.
5.1.4 The provisions of the ICAO Doc. 9674 - AN/946 World Geodetic System 1984 (WGS-84)
Manual should be observed.
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CHAPTER 6. INSTRUMENT FLIGHT PROCEDURE DESIGN PROCESS
6.1 Introduction
6.1.1 The Instrument Flight Procedure Design process (see Appendix 1) encompasses the
acquisition of data, design and promulgation of procedures. It starts with compilation and
verification of the many inputs and ends with ground and/or flight validation of the finished
product, and documentation for publication.
6.1.2 IFP shall be accompanied by a narrative, which describes the procedure in textual format.
6.2 Procedure Design
6.2.1 Procedures shall be designed according to ICAO Doc 8168 – PANSOPS criteria.
Coordination with all concerned parties shall continue throughout the procedure design and
validation process to ensure that the procedure meets the needs of the user and the community.
6.2.2 Each new or revised procedure shall be verified by a person(s) trained in procedure design
other than the one who designed the procedure, to ensure compliance with applicable criteria.
6.2.3 Published procedures shall be subject to periodic review to ensure that they continue to
comply with changing criteria, and meets user requirements. The maximum interval for this review
is five years.
6.3 Procedure Design Documentation
6.3.1 The documentation provided by the IFP designer is divided into three categories and
includes:
a) documentation required for publication in the AIP in accordance with Manual of Standards for
ANS Part III;
b) documentation required to maintain transparency concerning the details and assumptions used
by the IFP designer, which should include supporting information/data used in the design, such as:
i) controlling obstacle for each segment of the procedure; effect of environmental considerations
on the design of the procedure;
ii) infrastructure assessment;
iii) airspace constraints;
iv) for modifications or amendments to existing procedures, the reasons for any changes; and
v) for any deviation from existing standards, the reasons for such a deviation and details of the
mitigations applied to assure continued safe operations.
c) additional documentation required to facilitate ground and flight validation of the procedure.
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6.3.2 All calculations and results of calculations shall be presented in a manner that enables the
reader to follow and trace the logic and resultant output. A record of all calculations shall be kept
in order to prove compliance to or variation from the standard criteria.
6.3.3 Formulae used during calculation shall be the standard formulae as stated in
ICAO Doc 8168 and related ICAO publications. Units of measurement and conversion factors
between such units shall be in accordance to ICAO Annexes 4, 5 and 6.
6.3.4 Rounding of results shall follow the standard guidelines in ICAO Doc 8168 and related ICAO
publications. Rounding shall only be made at the publication stage to facilitate usable figures on
maps and charts. Where rounding is required at earlier stages rounding shall be made to the
pessimistic consideration, i.e. obstacles heights rounded up, speeds rounded up, turn altitudes
rounded down etc.
6.3.5 All documentation shall undergo a final verification for accuracy and completeness prior to
validation and publication.
6.3.6 All documentation shall be retained to assist in recreating the procedure in the future in the
case of incidents and for periodic review and maintenance. The periodic retention shall not be less
than the operational lifetime of the procedure.
6.4 Ground and Flight Validation
6.4.1 Validation
6.4.1.1 Validation is the necessary final quality assurance step in the procedure design process,
prior to publication. The purpose of validation is the verification of all obstacle and navigation
data, assessment of fly ability of the procedure. Validation normally consists of ground validation
and flight validation.
6.4.2 Ground Validation
6.4.2.1 Ground validation is a review of the entire instrument flight procedure package by a
person(s) trained in procedure design and with appropriate knowledge of flight validation issues.
It is meant to arrest errors in criteria and documentation, and evaluate on the ground, to the extent
possible, those elements that will be evaluated in a flight validation. Issues identified in the ground
validation should be addressed prior to any flight validation.
6.4.2.2 The ground validation would also determine if flight validation is needed for modifications
and amendments to previously published procedures.
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6.4.3 Flight Validation
6.4.3.1 Flight validation of instrument flight procedures should be carried out as part of the initial
record and should also be included as part of the periodic quality assurance programme. It shall be
accomplished by a qualified and experienced flight inspector.
6.4.3.2 The objectives of the flight validation of instrument flight procedures are to:
a) provide assurance that adequate obstacle clearance has been provided;
b) verify that the navigation data to be published, as well as that used in the design of the procedure,
is correct;
c) verify that all required infrastructure, such as runway markings, lighting, and communications
and navigation sources, are in place and operative;
d) conduct an assessment of flyability to determine that the procedure can be safely flown; and
e) evaluate the charting, required infrastructure, visibility and other operational factors.
6.4.3.3 Flight validation should be apart from flight inspection. Flight inspection of IFP is required
to assure that the appropriate radio navigation aids adequately support the procedure. This is
carried out as part of a formal flight inspection programme and is performed by a qualified flight
inspector using an appropriately equipped aircraft.
6.4.3.4 The IFP designer shall be the originator of all data applicable to conduct a flight validation
provided to the flight inspection operations activity. The IFP designer should be prepared to
provide briefings to the flight inspection crews in those cases where flight procedures have unique
application or special features.
6.4.3.5 The IFP designer may participate in the initial validation flight to assist in its evaluation
and obtain direct knowledge of issues related to the procedure’s design from the flight inspection
pilot and/or inspector.
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CHAPTER 7. PROCEDURE DESIGN AUTOMATION
7.1 General
7.1.1 Procedure design automation tools have the potential to reduce errors in the procedure design
process, as well as to standardize the application of the PANS-OPS criteria.
7.1.2 ICAO produces several tools automating elementary portions of the procedure design
criteria, where the consequences of error are particularly significant to safety. Included in these
tools are the PANSOPS Obstacle Assessment Surface (OAS) Software and the PANSOPS
Software (CD-101), providing a means to evaluate the total risk of impact with an obstacle or the
ground on precision approaches.
7.2 Procedural Design Automation
7.2.1 The IFP design organisation shall ensure that the software packages used in the design of
procedures have been validated. A description of the procedures to be used to ensure that all
equipment, including software is operated in accordance with the manufacturer’s operating
instructions and manuals, shall be made readily available to the IFP designer.
7.2.1 The IFP design organisation shall ensure that the provisions of ICAO Doc 9906 are adhered
to in terms of software validation and use.
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CHAPTER 8. GENERAL CRITERIA AND PROCEDURES FOR ESTABLISHMENT OF
AERODROME OPERATING MINIMA
8.0 Introduction
Guidance on the establishment of aerodrome operating minima can be found in the ICAO Doc
9365 – Manual of all-weather operations.
Detailed guidance on establishment of Obstacle Clearance Altitude/Height (OCA/H) in
relationship to aerodrome operating minima is contained in ICAO Doc 8168 – OPS/611 Aircraft
Operations, Volume II.
8.1 Aerodrome Operating Minima
8.1.1 Aerodrome operating minima means the limits of usability of an aerodrome for:
a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud
conditions;
b) landing in precision approach and landing operations, expressed in terms of visibility and/or
runway visual range and decision altitude/height (DA/H) as appropriate to the category of the
operation;
c) landing in approach and landing operations with vertical guidance, expressed in terms of
visibility and/or runway visual range and decision altitude/height (DA/H); and
d) landing in non-precision approach and landing operations, expressed in terms of visibility and/or
runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud
conditions.
8.1.2 Aerodrome operating minima are established in order to ensure a desired level of safety for
aeroplane operations at an aerodrome by limiting these operations in specified weather conditions.
Such minima are generally expressed differently for take-off and for landing. For take-off, which
commences with the aeroplane at rest, limitations are usually stated in terms of horizontal visibility
and in some instances by both horizontal visibility and cloud base. For the approach to landing
where the aeroplane is already in flight, generally a limit on the instrument approach is established,
called decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H) together
with a horizontal visibility limitation.
8.1.3 In establishing the aerodrome operating minima which will apply to any particular operation,
full account shall be taken of:
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a) the type, performance and handling characteristics of the aeroplane;
b) the composition of the flight crew, their competence and experience;
c) the dimensions and characteristics of the runways which may be selected for use;
d) the adequacy and performance of the available visual and non-visual ground aids;
e) the equipment available on the aeroplane for the purpose of navigation and/or control of the
flight path during the approach to landing and the missed approach;
f) the obstacles in the approach and missed approach areas and the obstacle clearance
altitude/height for the instrument approach procedures;
g) the means used to determine and report meteorological conditions; and
h) the obstacles in the climb-out areas and necessary clearance margins
8.1.4 The flight phases to be considered in the determination of aerodrome operating minima are:
a) take-off and initial climb;
b) final approach and landing; and
c) ground movement from the aeroplane stand to the start of take-off, and from the end of the
landing roll to the aeroplane stand.
8.1.5 Category II and Category III instrument approach and landing operations shall not be
authorized unless RVR information is provided.
8.1.6 For instrument approach and landing operations, aerodrome operating minima below 800 m
visibility should not be authorized unless RVR information is provided.
8.2 Establishment of Obstacle Clearance Altitude/Height (OCA/H)
8.2.1 OCA/H is one of the factors taken into account in establishing operating minima for an
aerodrome. The OCA/H is based on clearing obstacles by a specified minimum obstacle clearance
(MOC). In some situations, an additional margin is added to the MOC, or an absolute lower limit
should be applied, which will override the OCA/H.
8.2.1.1 In certain cases the MOC and/or the OCA/H must be increased. This may involve:
a) an additional margin that is added to MOC;
b) a percentage increase in OCA/H; and
c) applying a lower limit (a minimum value) to OCA/H; as described below.
8.2.1.2 Additional margin applied to MOC
a) Mountainous areas.
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When procedures are designed for use in mountainous areas, consideration must be given to
induced altimeter error and pilot control problems which result when winds of 37 km/h (20 kt) or
more move over such areas. Where these conditions are known to exist, MOC should be increased
by as much as 100 per cent.
Procedures specialists and approving authorities should be aware of the hazards involved and make
proper addition, based on their experience and judgment, to limit the time in which an aircraft is
exposed to lee-side turbulence and other weather phenomena associated with mountainous areas.
This may be done by increasing the minimum altitude/height over the intermediate and final
approach fixes so as to preclude prolonged flight at a low height above the ground. The operator’s
comments should also be solicited to obtain the best local information. Such increases should be
included in the Aeronautical Information Publication (AIP), Section GEN 3.3.5, “Minimum flight
altitude”. These criteria are applicable to non-precision approach procedures only.
8.2.1.3 Percentage increase in OCA/H
a) Remote altimeter setting. When the altimeter setting is derived from a source other than the
aerodrome, and more than 9 km (5 NM) remote from the threshold, the OCA/H shall be increased
at a rate of 0.8 m for each kilometre in excess of 9 km (5 ft for each nautical mile in excess of 5
NM) or a higher value if determined by local authority. In mountainous areas or other areas where
reasonably homogenous weather cannot always be expected, a procedure based on a remote
altimeter setting source should not be provided. In all cases where the source of the altimeter
setting is more than 9 km (5 NM) from the threshold, a cautionary note should be inserted on the
instrument approach chart identifying the altimeter setting source.
b) Remote altimeter setting source (RASS) in mountainous areas
i) The use of RASS in mountainous areas requires additional calculations to determine the correct
OCA/H. The calculation uses the formula
OCA/H = 2.3x + 0.14z (non SI)
OCA/H = 0.4x + 0.14z (SI)
Where: OCA/H is the RASS increased altitude/height value (m/ft);
X is the distance from the RASS to the landing area (km/NM); and
Z is the difference in elevation between the RASS and the landing area (m/ft).
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These formulas are used where no intervening terrain adversely influences atmospheric pressure
patterns. The use of this criteria is limited to a maximum distance of 138 km (75 NM) laterally or
an elevation differential of 1 770 m (6 000 ft) between the RASS and the landing area. An example
calculation in nautical miles and feet is illustrated in the figure below.
Figure 1: Remote altimeter setting source (RASS) in mountainous areas
ii) Where intervening terrain adversely influences atmospheric pressure patterns, the OCA/H shall
be evaluated in an Elevation Differential Area (EDA). The EDA is defined as the area within 9 km
(5 NM) each side of a line connecting the RASS and the landing area, including a circular area
enclosed by a 9 km (5 NM) radius at each end of the line. In this case, z becomes the terrain
elevation difference (m/ft) between the highest and lowest terrain elevation points contained in the
EDA. An example of a calculation in nautical miles and feet is illustrated in Figure 5.
8.2.1.4 Lower limit (a minimum value) applied to OCA/H
a) Forecast altimeter setting. When the altimeter setting to be used with procedures is a forecast
value obtained from the appropriate meteorological office, the OCA/H shall be increased by a
value corresponding to the forecasting tolerance for the location as agreed by the meteorological
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office for the time periods involved. Procedures which require the use of forecast altimeter setting
shall be suitably annotated on the approach charts.
b) Final approach track intersecting the extended runway centre line between 5º and 30º. When
the final approach track intersects the extended runway centre line between 5º and 30º a lower
limit is applied to OCA/H
c) Final approach track intersecting the extended runway centre line at more than 30º or descent
gradient exceeding 6.5 per cent. When the final approach track intersects the extended runway
centre line at more than 30º, or the descent gradient exceeds 6.5 per cent, the OCA/H for visual
manoeuvring (circling) becomes the lower limit and is applied to the approach procedure.
d)Visual manoeuvring (circling). For visual manoeuvring (circling) a lower limit consisting of the
OCA/H for the associated instrument approach procedure is applied.
The OCA/H for visual manoeuvring (circling) shall provide the minimum obstacle clearance
(MOC) over the highest obstacle in the visual manoeuvring (circling) area-
a) above the lower limits; and
b) not less than the OCA/H calculated for the instrument approach procedure which leads to the
circling manoeuvre.
Circling procedures are not provided for helicopters. When a helicopter instrument approach is
followed by visual manoeuvring, the OCH shall not be less than 75 m (246 ft).
8.2.1.5 Precision approach procedures/approach procedures with vertical guidance (APV)
a) OCA/H. In a precision approach procedure (or APV), the OCA/H is defined as the lowest
altitude/height at which a missed approach must be initiated to ensure compliance with the
appropriate obstacle clearance design criteria.
b) Reference datum. The OCA is referenced to mean sea level (MSL). The OCH is referenced to
the elevation of the relevant runway threshold.
8.2.1.5 Non-precision approach procedure (straight-in)
a) OCA/H. In a non-precision approach procedure, the OCA/H is defined as the lowest altitude or
alternatively the lowest height below which the aircraft cannot descend without infringing the
appropriate obstacle clearance criteria.
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b) Reference datum. The OCA is referenced to mean sea level (MSL). The OCH is referenced to
1) aerodrome elevation; or
2) runway threshold elevation when the threshold elevation is more than 2 m (7 ft) below the
aerodrome elevation.
8.2.1.7 Visual manouevring (circling) procedure
a) OCA/H. same as in the non-precision approach procedure.
b) Reference datum. The OCA is referenced to mean sea level (MSL). The OCH is referenced to
the aerodrome elevation.
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APPENDIX 1 Instrument Flight Procedure Design Process
Figure 2: Instrument flight procedure process
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