TNyCA

Grado Aeroespacial

Radio-navigation (ii). Approach procedures

Joan Vila Carbó

 TNyCA
Bibliography Grado Aeroespacial

Introducción al Sistema de Navegación Aérea

Luis Pérez-Sanz, Rosa M. Arnaldo Valdés, F.J. Sáez Nieto et al.
Ed. Garceta 2014

Navegación aérea: posicionamiento, guiado y ges ón del trá co aéreo

F.J. Sáez Nieto
Ed. Garceta 2012

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 TNyCA
Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

3
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 TNyCA
IFR approach phases Grado Aeroespacial

Instrument approach procedures

An Instrument Approach Procedure (IAP) is a set of predetermined manoeuvres
to get from the last point of a route to the runway of the destination airport
based on instrument ight.
The sub-phases of an IAP are:
- Initial approach
- Intermediate approach
- Final approach
- Missed approach

J. Vila Carbó 4
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 TNyCA
IFR approach phases Grado Aeroespacial

Horizontal and ver cal pro les

Horizontal pro le Ver cal pro le

IAF
En route
MHA 2000 x IF FAF/FAP
Max IAS 220
MAPt/DA

holding Arrival segments

pattern (speci ed)

IAF
Initial
approach ✦ Segments
‣ Initial approach
Missed
approach ‣ Intermediate approach
Intermediate
approach
Final
approach ‣ Final Approach

IF FAF/FAP MAPt/DA

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 TNyCA
Introduction Grado Aeroespacial

APP 120.
100
Horizontal pro le CARTA DE APRO XI
MACI
ÓN ELEV AD
TW R 118.
GMC 121.
550
875
VALENCI
A
I
LS
PO R I
NSTRUMENTO S-
O ACI 240 RW Y 30
ATI
S 121.
075

PA
000?40'
W 000?30'
W 000?20'
W 000?10'
W 000?00'
W /E
4340

Missed approach
3335 39?

70
39?
ALT,HGT& ELEV:FT.

29
50'
N 1831 1155 990 50'
N
DI
ST:NM.
99 BRG:MAG.
0 577

VAR 0º (2015)
2911 1516 VO R REQ UERI
DO
1222
2694 1250 DME REQ UERI
DO

80
2014
ADF REQ UERI
DO

19
LED65
2981 8º 361

12500 f
tALT
04
1089
SFC
1874
990
2628 0
0 8º
1873 4
0 22
999
MAR MEDI
TERRÁNEO
1857
39? 39?
SAGUNTO
40'
N 40'
N
1193 860 NDB 356
SGO
39º40'
27'
'N
1223
740 000º12'
28'
'W

786

964 MSA
25 NM

874

IAFs

6º
515

20
5500
I
ASMAX230 kt 430 535

FAP
(
FAP)
1134 NDB PND
6.
1 DM E I
LS
4.
5 DM E VLC
6.
7 DM E VLC (
IAF)
1287 2500
890 936 LOC 110.
10 39º26'
24'
'N 6.
4 DM E I
LS 3º
05

3
000º21'
08'
'W

3
I
VC 7.
0 DM E VLC

7
29 4400

º
6º 292 PI
NEDO (
IF) 39?
39?
780 0
NDB 340 10.
5 DM E I
LS 30'
N
30'
N
VALENCI
A PND 11.
0 DM E VLC

9
27
39º26'
15'
'N 39º24'
28'
'N

IF
1205
18

258 29 000º20'
47'
'W 000º16'
05'
'W
831 6º
99

VALENCI
A 387
0

DVOR/
DM E 116.
10
110
º 20.
0 DM E VLC
VLC
1085 367
39º29'
08'
'N
1484 29 R-
000º29'
00'
'W 6º 35
099 V
LC
00
467
443 30
00
1º
24 ( I
AF) 290
10

785 º
NM

1243 M ULAT
917 11
HI
PÓ DRO MO 6º 15.
0 DM E VLC R-
11
0V
ALEJ
AMI
ENTO 1 mi
n 39º24'
00'
'N LC
I
ASMAX210 kt 000º10'
48'
'W
990 MNM ALT2500 39?
er
buf
La Al a 20'
N

947 TRAMO A ESTI

MA NO ESTÁNDAR.

J. Vila Carbó 1183

499
6
fi
 831 6º

99
VALENCI
A 387

0
DVOR/
DM E 116.
10
110
º 20.
0 DM E VLC
VLC

TNyCA
1085 367
39º29'
08'
'N

Introduction
1484 29 R-
000º29'
00'
'W 6º 35
099 V
LC
00
467
443 30
00
Grado Aeroespacial
1º
24 ( I
AF) 290

10
785 º

NM
1243 M ULAT
917 11
6º
Ver cal pro le HI
PÓ DRO MO 15.
0 DM E VLC R-
11
0V
ALEJ
AMI
ENTO 1 mi
n 39º24'
00'
'N LC
I
ASMAX210 kt 000º10'
48'
'W
990 MNM ALT2500 39?

PA
er
buf
La Al a 20'
N

947 TRAMO A ESTI

MA NO ESTÁNDAR.
1183

IAF Al tudes
499

2715
Missed approach ESCALA 1:
400 000

000?40'
W 000?30'
W 000?20'
W 000?10'
W 000?00'
W /E
NDB
I
AF
FRUSTRADA:SUBI
R EN RUMBO DE PI
STA HASTA 4.
5 DME VLC.VI
RAR A LA DERECHA (
IASMAX230 kt
) SGO 4000
MULAT
DI
RECTO A NDB SGO ASCENDI
ENDO A 4000 f
tPARA I
NCO RPO RARSE A LA ESPERA. 15.
0 DME VLC
I
AF 3500
DVO R/DME NDB
VLC PND 3000

1º
FAP 2500
116º

24
(
2325)
6.
1 DME I
LS
6.
7 DME VLC 2200
296º
B SG O (
2025) º
A ND 296
CAMBIOS: NUMERACIÓN.

I
ASMAX 6º
TA 6000 230 kt 29 I
F NO A ESCALA

0º 10.
5 DME I
LS
4.
5 DME VLC 3. 11.
0 DME VLC
I
LS RDH 53 P ACL
G
296 4.
0 DME I
LS
º 1516
ELEV:
175 (
1341)

THRD RW Y 30
NO O FZ RW Y 30
0 5 10 NM

HGT REF ELEV THRD RW Y 30

OCA/
H A
Terrain B C D
Glide GS kt 80 100 120 140 160 180

FAP IF Course
CATI
(
420
245)
pro le 432
(
257)
440
(
265)
451
(
276)
Slope FAP-
THR:6.
1 NM

FAF-
M APT:
mi
n:

mi
n:
s

s
4:
34 3:
39 3:
03 2:
37 2:
17 2:
02

STA ROD:5.
2% (FAF) f
t/mi
n 425 531 637 743 849 955

ALT/
HGT DM E (
ILS)FNA

13 DME 12 DME 11 DME 10 DME 9 DME 8 DME 7 DME 6 DME 5 DME 4 DME 3 DME 2 DME 1 DME
J. Vila Carbó 820 2180 1850 1520 1200 870 550
7
En ci
rcui
to 1170 1280 1630
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 TNyCA
IFR approach phases Grado Aeroespacial

Ini al approach
From the IAF (Initial Approach x) to the IF (Intermediate Fix).
The goal is to get the aircraft aligned with the runway and to perform the most
important descent.
The optimal slope is 4% but it can be up to 8%.
It can be:
- straight in or
- it may require a reversal approach.

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 TNyCA
IFR approach phases Grado Aeroespacial

Ini al approach procedures

Straight-in approach with IAF aligned with runway
Schemes:
- Straight-in approach: preferred one
IAF IF
‣ IAF aligned with runway
‣ IAF and runway not aligned
Straight-in approach with IAF not aligned

IF

IAF

- Reversal approach: when obstacle Reversal approach

clearance or available navaids do not
allow straight-in approaches. IAF
‣ Procedure turn
IF
‣ Base turn
‣ Racetracks

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 TNyCA
IFR approach phases Grado Aeroespacial

Reversal approach
An inversion procedure is a low altitude maneuver which allows a course reversal
(>180º) before performing the nal approach.
It starts on a navaid and ends when the aircraft is on the right course to for the nal
approach.
Types:
- Base turns
- Procedure turns
- 45º/180º procedure turn
- 480º/260º procedure turn
- Hippodromes
They consist of three legs:
- Outbound leg - Radial and times speci ed in approach charts for a given IAS and
each aircraft category.
- Turn to intercept the inbound leg.
- Inbound leg
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 TNyCA
IFR approach phases Grado Aeroespacial

Base turns
Viraje de base
A base turn is one where you leave a beacon on a particular bearing and then
turn to establish inbound on a different bearing. In other words, the two
bearings are not reciprocal.
Used with ILS

End of outbound leg Base turn

limited by radial
or DME distance

2m
in
Outbound leg

1m
in
IAF/IF

Inbound leg

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 TNyCA
IFR approach phases Grado Aeroespacial

Base turns
Example

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 TNyCA
IFR approach phases Grado Aeroespacial

Procedure turns
Virajes reglamentarios
In a procedure turn, you establish inbound on the same bearing from the
beacon as the one that you tracked outbound. The two bearings are reciprocal.
Used with VORs

Procedure turn 45º/180º

180º 1 TC
CA
m ,D
in &
15 E
s
IAF/IF
45º
(CHRONOMETERED)
1 to 3 min.
or nal ref. point

Procedure turn 80º/260º

270º

80º
IAF/IF

(CHRONOMETERED)
1 to 3 min.
or nal ref. point
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 MAR
MEDI
TERRÁNEO
(
IAF 4000 )
430

TNyCA
(
MAPT610 )535

IFR approach phases

VALENCI
A
(
FAF)
4.
5 DM E DVOR/
DM E 116.
10
5.
1 DM E VLC
VLC VLC
39º27'
23'
'N
39º29'
08'
'N
Grado Aeroespacial
000º22'
47'
'W
000º28'
59'
'W
11
8º 292
39?
782 VALENCI
A
30'
N
479
40
00
Procedure turns
317
258
R-
109
VLC 2 434
433
10.
(
IF)
1 DM E VLC
39º25'
40'
'N
000º16'
44'
'W
4.
0 DM E VLC 7.
0 DM E 109
º 20.
0 DM E VLC
29 VLC

Example NPA
8º 1

1
1085 R-098

5
367

4
VLC

º
R-
109
1

35
VLC
5

00

3
4

3
º

467

4º
430
8.
0 DM E
VLC 9.
0 DM E 289
785 (
IAF)
VLC º
M ULAT
15.
0 DM E VLC R-109
39º24'
00'
'N VLC
F15D
000º10'
48'
'W
1000 f
tAGL
SFC F15B MAXI
AS220 kt 3500
1000 f
tAGL 39?
SFC 20'
N
La Al
buf
era

1183

499
000?30'
W 000?20'
W 000?10'
W 000?00'
W /E
HASTA 4.5 DME VLC.VIRAR A LA DERECHA (
IASMAX240 kt)DI
RECTO A NDB SGO ASCENDIENDO A 4000 PARA I
NCO RPO RARSE A LA ESPERA.
.
LC UP TO 4.5 DME VLC.TURN RIGHT( MAXI AS240 kt
)DI
RECTTO NDB SGO CLIMBING TO 4000 TO J
OIN THE HO LDI
NG.

O DE VI
RAJE DE 45º.
O DE VIRAJ
E DE 45º.

NI
NG O F 45ºTURN.
NING O F 45ºTURN.

DVO R/DME
VLC

GO
NDB S
A //TO

MAXI
AS
2000
240 kt
1600 (
1830)
MAPT (
1430)
0º)
VLC
3.
( 109
R-
R-
295 2 %
610 5. 9 I
F
VLC
(
440) 10
R-
4.
5 DME VLC C FAF 10.
1 DME VLC
VL
5.
1 DME VLC

ELEV:
175
DTHR RW Y 30

0 5 10 NM
TA 6000

A B C D kt 80 100 120 140 160 180 MSA

GS
610
FAF-
THR: mi
n:s 25 NM
(
440)
7º
21

FAF-
M APT: mi
n:s NO AUTO RI
ZADO ELCRO NO METRAJ
E //TI
MING NO TAUTHO RI
SED 13
0º 6800
ROD:5.
2% f
t/mi
n 421 527 632 738 843 948

J. Vila Carbó ALT/

HGT DM E (
VLC)FNA 6000
DVO R/DME 14
13 12 11 10 9 8 7 6 5 4 3 2 1 VLC
 TNyCA
IFR approach phases Grado Aeroespacial

Racetracks
Not a holding pattern!
Goal: it allows to descend and con gure the plane for landing.

End of outbound leg

limited by radial
or DME distance
Outbound leg
3 min 2 min 1 min

Inbound Outbound
Leg Turn
IAF
Inbound leg 15

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 1873 1874 0 2
4
999 990
MAR MEDI
TERRÁNEO
2628
1857 0
0
0
28º
1873 4 2 39?

TNyCA
39?
999 SAGUNTO
40'
N MAR MEDI
TERRÁNEO
40'
N

IFR approach phases

1193 1857 NDB 356
39? 860 SGO 3
SAGUNTO
40'
N 39º40'
27'
'N 4
1193 1223 NDB 356
740
Grado Aeroespacial
000º12'
28'
'W
NM 860 SGO
10 786 39º40'
27'
'N
1223
740 000º12'
28'
'W
964
NM 25 NM MSA
10 786
874

6º
Racetracks 964 515 25 NM MSA

20
874 5500

6º
I
ASMAX220 kt 430 535 515

20
1134 (
FAF) NDB
5500PND

Example with NPA

1287 I
ASMAX220 kt 430 4.
8 DM E VL35
5C
4.5 DM E VLC 39º27'
14'
'N (
IAF) 2500
890 1134 (
FAF) 3º
NDB PND
000º23'
20'
'W 7.0 DM E VLC 05

3
1287 4. 8 DM E VLC
29

3
7º PINEDO

7
4.
5 DM E VLC 39º27'14' '
N (I
AF) 4400

º
890 B 304 292 NDB 340 3º
2500
39?
775 000º23' 20' 'W 7.0 DM E VLC 05

3
29 PND

3
0

PINEDO 30'
N
7º

7
253 (IF) 4400

º
B 292 39º26'15''
N
VALENCI
A NDB 340

27
304 3

9
775 000º20'47''W 10.0 DM E VLC
DVOR/
DM E 116.
10 0
PND 3
18

258 29 39º24'54'
'N (I
F)
VLC
VALENCI A
7º 253 39º26' 15'
'N
B

27
000º17'18''
W

9
1205 831
99

39º29'
08''N (MA P T) 000º20' 47''
W 10.0 DM E VLC
DVOR/ DM E 116 .10
0

000º29'00''
W
18

258 29387 39º24'54'

'N 1
10º
VLC VALENCI A 7º 20.
0 DM E VLC
1205 831 B 000º17'18''
W
99

39º29'0NDB
8'N 400
' (
MAPT)
0

1085 387
000º29' 0B
0''W 3ENCI
VAL67 A 110
1484 VALENCI
A 29 º R- 20.
099 V
0 DM E VLC
39º28' 47''N NDB 400 7º 35 LC
00 0º
10 8
257'22''W 00
B 367
1484 467 VALENCI
A 2929 R-
39º28'
47''
N 7º7º 099 V
443 35 LC
B 00
000º27'22'
'W 1º
24 290
IAF in NDB PND 785 467
11
443
30
00
29 (
7º
I
MB
AF)
ULAT
º
1243 7º º
917 2 41 290
785 30 15.
0 DM E VLC (I
AF) º R-
11
00 0V
11 39º24'
00'
'N M ULAT LC
1243 7º
917 000º10'
48'
'W 15.
0 DM E VLC R-
11
990 0V
39º24'
00'
'N LC39?
HI
PÓ DRO MO
er
buf
La Al a 000º10'48'
'W 20'
N
ALEJ
AMI
ENTO 1 mi
n TRAMO A ESTIMA NO ESTÁNDAR.
990
IF at the end of turn 1183
er
buf
La Al a
IASMAX210 ktHI
MNM ALT25A
0L0
PÓ DRO MO
3
2
947 EJAMIENTO P1
OminLESO SCI
SI
B T
LR
A AMO
CIO NEA
SESTI
DE MA
+/-NO
6º ESTÁNDAR.
for inbound leg 1183
499
I
ASMAX210 kt
MNM ALT2500
ENTRE ELI
F Y 3NM DME VLC
947 PO SIBLESO SCILACI
O NESDE +/-
6º
ENTRE ELI
F Y 3NM DME VLC
499 ESCALA 1: 400 000
2715

000?40'
W 2715 000?30'
W 000?20'
W 000?10'
W 000E
?S
00'
W
CA /E
LA 1:
400 000
NDB
FRUSTRADA:SUBI
R EN RUTA MAGNÉ
00TI
CA40297ºB HASTA 4.
5 DME VLC.VI
R A SGO
0? 'W 00R A3
0? L
0A'
WDERECHA (
IASMAX220 kt
)DI
R0E
0CTO
0? A
20'NDB SGO
W I
AF 000?10'
W 4000 000?00'
W /E
ASCENDI
ENDO A 4000 f
tPARA I
NCO RPO RARSE A LA ESPERA. NDB
MULAT
FRUSTRADA:SUBI
R EN RUTA MAGNÉTI CA 297ºB HASTA 4. 5 DME VLC.VI
RAR A LA DE
AR
I ECHA (
F IASMAX220 kt
)DIRECTO A1
NDB SGO VLC SGO
5.
0 DME IA 4000
35F
00
ASCENDIENDO A 4000 f
tPARA INCO RPO RARSE A LA ESPERA. NDB MULAT
DVO R/DME NDB PND I
AF 15.
0 DME VLC
VLC B 3000 3500
NDB

1º
DVO R/DME NDB 2500
PND
B SG O 117º

24
A ND VLC B (
233
300
0)0

1º
2500
B SG O
CAMBIOS: NUMERACIÓN.

1
29
17º
ºB

24
I
ASMAX A ND FAF 7 (
2330)
B
220 kt 4.
8 DME VLC 7º NO A ESCALA
29
BIOS: NUMERACIÓN.

5I
4. ASMA
DME X
VLC FAF 297ºB
B
TA 6000
220 kt MAPT 4.
8 DME VLC
I
F 97º NO A ESCALA
297 4.
5 DME VLC 2
ºB B MA 1 500 10.
0 DME VLC
610 º) PT
TA 6000 7º .0 (
440) 29 (3
(
1330) I
F
297 1500
ºB 2 %
610 B º) 10.0 DME VLC
5.
(
7º .0 (
440) 29 (3
1330)

J. Vila Carbó ELEV:

175 2%
5. 16
THRD RW Y 30
 TNyCA
IFR approach phases Grado Aeroespacial

Intermediate approach
From the IF (Intermediate Fix) to the FAP/FAF (Final Approach Point/ Final
Approach Fix).
The goal is to recon gure the aircraft to undertake the nal descent.
Con guration changes affect aps and speed adjustments.
Recommended to be at and short so it can own easily and the pilot can focus
on changing plane con guration.
- The minimum distance is 30 seconds at the initial approach speed.

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 TNyCA
IFR approach phases Grado Aeroespacial

Final approach
From the IF (Intermediate Fix) to the MAPt/DA (Missed Approach Point /
Decision Altitude).
It consist of ying the G/S (Glide Slope), i.e, the nal descent to the runway with
a controlled speed and a smooth slope.
Optimal descent slope is 5.2% (3º). Maximum is 6.5%.
Types of nal approaches:
- Precision approaches: Horizontal guidance + Vertical guidance
- Non-precision approaches: Horizontal guidance only
- Visual approaches: No guidance

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 TNyCA
IFR approach phases Grado Aeroespacial

Final approach
Types of nal approaches:
- Precision approaches: Horizontal guidance + Vertical guidance
‣ ILS - Instrument Landing System
‣ MLS - Microwave Landing System
‣ GBAS - GNSS with Ground Based Augmentation System
- Non-precision approaches: Horizontal guidance only
‣ LOC,
‣ LOC back course,
‣ VOR,
‣ NDB - Based on traditional navaids (no vertical guidance).
‣ LNAV - GNSS based with no vertical guidance.
- Visual approaches: No guidance

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 TNyCA
IFR approach phases Grado Aeroespacial

Missed approach
The goal is to go around after MAPt or DA/H has been reached and the pilot
does not get visual reference to the runway in that point to complete the landing
avoiding possible obstacles between this point and runway threshold.
This maybe caused by meteorology or other factors.
- From the MAPt/DA (Missed Approach Point / Decision Altitude) to where
indicated by ATC or some holding pattern.

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 TNyCA
Visual approaches Grado Aeroespacial

Visual navaids for landing

There is a system of lights on the side of an airport runway threshold that
provides visual descent guidance information during approach.
- These lights may be visible from up to 8 kilometres (5.0 mi) during the day and
up to 32 kilometres (20 mi) or more at night.
VASI - Visual Approach Slope Indicator.
PAPI - Precision Approach Path Indicator.
VASI

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 TNyCA
Visual approaches Grado Aeroespacial

Visual navaids for landing

PAPI - Precision Approach Path Indicator.

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 TNyCA
Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

23
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 TNyCA
ILS approaches Grado Aeroespacial

ILS - Instrument Landing System

The Instrument Landing System, or ILS, is an ICAO standardized system that allows
an aircraft to be guided accurately during the approach to the runway.
- “Accurately” means descent does not need to proceed in steps and then keeping
the desired altitude in the MDA/H until getting the visual reference with the runway.

Precision
Non-precision
Steppy
MDA/H
It allows to reduce the visual reference (landing minima) to 90 m (formerly 120 m).
It consists of three subsystems:
- LOC (Localizer) localizer antennas.
- G/S (Glide Slope) glideslope antennas.
- Markers to determine position.

J. Vila Carbó 24
 TNyCA
ILS approaches Grado Aeroespacial

Localizer
LOC: formed by a set of 8, 14 or 24 directional antennas usually located about
1000 ft. from the end of the runway.
- It is located on the opposite side of the runway that the aircraft is approaching.
It allows to keep the aircraft aligned with the runway.

LOC antenna

J. Vila Carbó 25
 TNyCA
ILS approaches Grado Aeroespacial

Glide Slope
GS: an antenna located 120 ft. aside of the
runway centerline, about the theoretical
touchdown point of contact and about 300
m from the runway threshold.
It allows the aircraft to descend with an
angle of approximately 3°.

GS antenna
J. Vila Carbó 26
 TNyCA
ILS approaches Grado Aeroespacial

ILS func onality

Functionality: keeping the aircraft aligned with the runway and maintaining a
descent slope of 3º. Provide information about the proximity to the runway
threshold.

±0.7º
3º

±3º - 6º

36
18

4-7 NM

J. Vila Carbó 27
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 TNyCA
ILS approaches Grado Aeroespacial

CDI - Course Devia on Indicator

When used with the ILS, the CDI shows deviations in horizontal and vertical
plane.
- LOC deviation scale: one degree per dot normal scale, 1/2° degree expanded
scale. Automatically expanded when the course deviation is 5/8 degree. It remains
expanded until after landing rollout or on a go-around with RA greater than 200 ft.
- ILS deviation scale - ILS 1 dot ... 1° normal scale, 1/2° expanded scale.

3 6 3 6
N N
E

E
33

33
12

12
G G
30

30
S S
15

15
W

W
NAV S NAV S
OBS
24 21 OBS
24 21

Right of the course Correct course

Above the glideslope Below the glideslope
J. Vila Carbó
Correc on: turn le and descend Correc on: climb 28
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ft
 TNyCA
ILS approaches Grado Aeroespacial

ILS indicators in the A320

Glide Slope

Airspeed Outer mark

Localizer
Radioal meter

Heading Al tude
J. Vila Carbó 29
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 TNyCA
ILS approach Grado Aeroespacial

Principle of opera on
Two signals are transmitted:
- one is modulated (in amplitude) at 90 Hz,
- the other at 150 Hz.
These are transmitted from co-located antennas. Each antenna transmits a
narrow beam.
Localizer (LOC) and glide slope (G/S) carrier frequencies are paired so that the
navigation radio automatically tunes the GS frequency which corresponds to the
selected LOC frequency.
- The LOC signal is in the 110 MHz range while
- The G/S signal is in the 330 MHz range.

J. Vila Carbó 30
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 TNyCA
ILS approaches Grado Aeroespacial

Opera ng principle
The aircraft position (coordinates) do not need to be calculated to get the
deviation from the glideslope.
If you get more of the 90Hz than the 150Hz signal, you are too far left on the
localizer or, too high on the glideslope. A 50% ratio in LOC and G/S signals
means the aircraft is perfectly following the glideslope.
- The CDI (Course deviation Indicator) is just a display of the ratio between 90Hz
and 150Hz signals.

J. Vila Carbó 31
ti
 99 BRG:MAG.
0 577

VAR 0º (2015)
2911 1516 VO R REQ UERI
DO
1222

TNyCA
2694 1250 DME REQ UERI
DO

80
ILS approaches
2014
ADF REQ UERI
DO

19
LED65
2981 8º 361

12500 f
tALT
04
1089

Grado Aeroespacial
SFC
1874
990
2628 0
0 8º
1873 4
0 22
999
MAR MEDI
TERRÁNEO
1857
39? 39?

ILS approach
APP 120. 100
SAGUNTO VALENCI
A
40'
N TW R 118.550
40'
N
1193 860 NDB 356
CARTA DE APRO XI
MACI
ÓN ELEV AD I
LS
GMC 121. 875
PO R I
NSTRUMENTO S-
O ACI 240 SGO RW Y 30
A'
39º40TI
2S
7'N121.
' 075
000?40'
W 1223
000?30'
W 000?20'
W 000?10'
W 000?00'
W /E
740 000º12'
28'
'W
4340

78
3336
5 39?

70
39?

1.- Chase the LOC

ALT,HGT& ELEV:FT.

29
50'
N 1831 1155 990 50'
N
964 DI
ST:NM.
MSA
99
0 BRG:MAG. 25 NM
577

VAR 0º (2015)
874

6º
2911 1516 VO R REQ UERI
DO
515 1222

20
2694 1250 DME REQ UERI
DO

80
2014
5500 ADF REQ UERI
DO

19
2.- Chase the GS
I
ASMAX230 kt 430 535 LED65
2981 8º 361
04
(
FAP) 12500 f
tALT 1089
1134 SFC NDB PND
6.
1 DM EI
990
LS 1874
4.
5 DM E VLC
6.
7 DM E VLC (
IAF) 2628 0
0 8º
1287 1873 4
0 22 2500
890 936 LOC 110.
10 39º26
9'
92
94'
'N 6.
4 DM E I
LS 3º
05
MAR MEDI
TERRÁNEO

3
1857
000º21'
08'
'W

3
I
VC 39? 7.
0 DM E VLC 39?

7
SAGUNTO
29 4400 40'
N

º
40'
N
6º 292
1193 860
PINEDO (
IF) NDB 356
39?
39? SGO
780 0
NDB 340 10.
5 DM E1ILS 39º40'
27'
'N 30'
N
30'
N 223
VALENCI
A 740
PND 000º12'
28'
'W
11.
0 DM E VLC

9
27
786
39º26'
15'
'N 39º24'
28'
'N
964 MSA
25 NM
1205
18

258 289 000º20'

47'
'W 000º16'
05'
'W
76
4

6º
831 º

99
515

20
VALENCI
A 387

0
5500
DVOR/
DM E 116.
10 I
ASMAX230 kt 430 535 110
(
FAP) º 20.
0 DM E VLC
NDB PND
VLC 1134
1085 367 4.
5 DM E VLC
6.
1 DM E I
LS
6.
7 DM E VLC (
IAF)
39º29'
08 '
12'
8N
7 2500
890
29
LOC 110.
10 39º26'
24'
'N 3º
1484 936 6.
4 DM E I
LS 05 R-
6

3
000º29'
00'
'W º 000º21'
08'
'W 099 V

3
I
VC 7.
0 DM E VLC 3 LC

7
F)500
29 4400

º
6º 292 PI
NEDO (
I 39?
39?
780 NDB 340 10.
5 DM E I
LS 30'
N
467
0

30'
N
VALENCI
A PND 11.
0 DM E VLC

9
27
443 30 39º26'
15'
'N 39º24'
28'
'N
00
1205
1º
000º20'
47''
W
18

258 29 000º16'
05'
'W
831 6º
24 ( IAF) 290

10

99
785 VALENCI
A 387 º

0
DVOR/
DM E 116.
10
110

NM
º 20.
0 DM E VLC
1243 VLC M ULAT
917 11 1085 367

HI
PÓ DR O
1484 MO 6º 39º29'
000º29'
08'
00'
'
'
W
N 1
25
9
.0 DM E VLC
6º
R-
11 R-099 VL
35 0V C
ALEJ
AMI
ENTO 1 mi
n 39º24'
00'
'N 00
LC
467
I
ASMAX210 kt 443 000º10'
30
00
48'
'W
1º
990 24 ( I
AF) 290

10
785
MNM ALT2500 º
39?

NM
1243 M ULAT
917 11
er
buf
La Al a HI
PÓ DRO MO 6º 15.
0 DM E VLC R-
11
0V
20'
N
ALEJ
AMI
ENTO 1 mi
n 39º24'
00'
'N LC
I
ASMAX210 kt 000º10'
48'
'W
990 MNM ALT2500 39?

947 TR
La A
AlbMO
er
uf a AESTI
MA NO ESTÁNDAR. 20'
N

1183
947 499 TRAMO A ESTI
MA NO ESTÁNDAR.
1183
499

2715 2715 ESCAL

EA 1
SCA :
LA4 0
1:
400
000
00
00

000?40'
W 000?30'
W 000?20'
W 000?10'
W 000?00'
W /E
NDB
000?40'
W 000?30'
W 000?20'
W 000?10'
W I
AF
SGO 000?0
4000
0'W /E
FRUSTRADA:SUBI
R EN RUMBO DE PI
STA HASTA 4.
5 DME VLC.VI
RAR A LA DERECHA (
IASMAX230 kt
) MULAT
DI
RECTO A NDB SGO ASCENDI
ENDO A 4000 f
tPARA I
NCO RPO RARSE A LA ESPERA. NDB
I
AF I
AF 15.
0 DME VLC
3500 S
FRUSTRADA:SUBI
R EN RUMBO DE PI
STA HASTA 4.
5 DME VLC.VI
RAR A LA DERECHA (
IASMAX230 kt
) DVO R/DME NDB
GO 4000
VLC PND
MULAT
3000
DI
RECTO A NDB SGO ASCENDI
ENDO A 4000 f
tPARA I
NCO RPO RARSE A LA ESPERA. 15.
0 DME2
V
I
AF 5L
0C

1º
0
FAP
116º 3500

24
(
2325)
6.
1 DME I
LS
DVO R/DME NDB 2200
6.
7 DME VLC
PND 296º
VLC NDB S
GO
3000 (
2025) º
296

CAMBIOS: NUMERACIÓN.
A

1º
I
ASMAX 256º0
90
FAP 2 NO A ESCALA
TA 6000 230 kt 116º I
F

24
0º (
2325) 10.
5 DME I
LS
6.
1 DME I
LS 4.
5 DME VLC
P
3. 11.
0 DME VLC
I
LS RDH 53 G ACL
6.
7 DME VLC 2200 4.
0 DME I
LS
296
º 2 96º
B SG O (
2025) º 1516
A ND 296 (1341)
CAMBIOS: NUMERACIÓN.

ELEV:
175
THRD RW Y 30

I
ASMAX NO O FZ RW Y 30
6º 0 5 10 NM

TA 6000 230 kt HGT REF ELEV THRD RW Y 30 29 I

F NO A ESCALA

0º 10.
5 DMEGS
I
LS kt 80 100 120 140 160 180
3.
OCA/
H A B C D
4.
5 DME VLC 11.
0 DME VLC
I
LS RDH 53 P ACL FAP-
THR:6.
1 NM mi
n:s 4:
34 3:
39 3:
03 2:
37 2:
17 2:
02
G 420 432 440 451
CATI
296 4.
0(
24DME
5) I
LS
(257) (
265) (
276)
FAF-
M APT: mi
n:s
º 1516
STA ROD:5.
2% f
t/mi
n 425 531 637 743 849 955
ELEV:
175 (
1341)
ALT/
HGT DM E (
ILS)FNA
THRD RW Y 30
13 DME 12 DME 11 DME 10 DME 9 DME 8 DME 7 DME 6 DME 5 DME 4 DME 3 DME 2 DME 1 DME
NO O FZ RW Y 30 820
0 En ci
rcui
to 1170
5 1280 1630 10 NM 2180 1850 1520 1200 870 550
(
H)sobre 240 (
590) (
940) (
1050) (
1400) (
2000) (
1670) ( 1020) (
1350) ( 700) (
380)

HGT REF ELEV THRD RW Y 30

W EF 01-
FEB-
18 (
AIRAC AMDT14/17) AI
P-ESPAÑA AD 2-
LEVC I
AC/8.
1

GS kt 80 100 120 140 160 180

OCA/
H A B C D

FAP-
THR:6.
1 NM mi
n:s 4:
34 3:
39 3:
03 2:
37 2:
17 2:
02

J. Vila Carbó CATI

(
420
245)
432
(
257) (
440
265) (
451
276)
FAF-
M APT: mi
n:s
32
 TNyCA
ILS approaches Grado Aeroespacial

Localizer range

J. Vila Carbó 33
 TNyCA
ILS approaches Grado Aeroespacial

Markers
They allow to determine the position from the runway threshold. Three exist
three markers: OM, MM, and IM.
OM - Outer Marker. It identi es the Beginning of the Final Approach. It is used
to help height, distance and equipment functioning checkings.
- It is located between 4 and 7 miles from the runway threshold.
- It transmits two dashes (in morse) per second at 400 Hz and lights a blue signal
on the ILS receiver.
- It can be combined with an NDB to create a LOM (Locator Outer Marker) .

J. Vila Carbó 34
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 TNyCA
ILS approaches Grado Aeroespacial

Markers
MM - Middle Marker: it reports the Missed Approach Point (MAP) in low
visibility conditions and signals that visual contact with the runway is imminent.
- It is located between 0.5 and 0.8 NM from the runway threshold, depending on
the established glideslope for that airport and trying to match the Decision
Height of CAT I (200 ft or 60 m).
- It transmits sequences of dots and dashes (in morse) at 1300 Hz and and lights
an amber signal on the ILS receiver.
IM - Inner Mark: If installed, it reports the imminent arrival to the Runway
Threshold in low visibility conditions. If the pilot can not see any reference to
the track, it must abort the landing.
- It is located at a distance between 75 and 450 meters from the runway threshold
and matching the Decision Height of CAT II (30 m).
- It is not used in CAT I because the DA/H is 60 meters and the pilot must be in
Visual Conditions (VMC), before the "MM", so it would have no functionality.
- It transmits dots (in morse) at 3000 Hz and lights a white signal on the ILS
receiver.
J. Vila Carbó 35
 TNyCA
ILS approaches Grado Aeroespacial

ILS

amber light

blue light

J. Vila Carbó 36
 TNyCA
Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

37
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 TNyCA
GNSS based approaches Grado Aeroespacial

GNSS based guidance

The key is generating the horizontal error and vertical error signals in the G/S
from:
- A theoretical line (virtual beam) whose equation de nes the glideslope in some
reference frame; for example a reference frame at the runway threshold.
- The plane position obtained from the GNSS and converted from LLA coordinates
to the runway reference frame.

Position accuracy is
key for generating
proper Vdev, Hdev
Vdev
virtual
Hdev beam Z

J. Vila Carbó Y 38
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 TNyCA
GNSS based nal approaches Grado Aeroespacial

ILS look-alike landing systems

The ILS is the reference instrument approach system for all pilots.
The xLS is a concept that enables the pilot to use a ILS look-like HMI display
for landing guidance even with no ILS signal.
- No ILS or any other ground infrastructure is necessary.
- The FMS generates a virtual beam, computes the beam deviation and shows it
on the HMI display to provide landing guidance.
Airbus introduces three alternative systems to generate the virtual beam:
- SLS uses SBAS landing system
- GLS uses GBAS landing system
- FLS uses FMS NDB for Non-Precision Approaches with Baro-VNAV guidance
‣ Example: La Palma

J. Vila Carbó 39
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 TNyCA
GNSS based nal approaches Grado Aeroespacial

GNSS approaches - opera on principle

Synthetic beam generated by the FMS using some well de ned points.
Plane coordinates are calculated using SBAS, GBAS or other sources.
The calculation of the beam deviation is calculated as the distance from the
plane coordinates to the synthetic beam.

FMS GS FMS LOC

Vdev Hdev
beam beam
course
FAF FAF

slope

anchor
anchor point
point
J. Vila Carbó 40
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 TNyCA
GNSS based approaches Grado Aeroespacial

Airbus xLS concept April 20&21, 201

ILS look-alike approaches

xLS concept
If Hdev and Vdev can be generated, then the FMS can display guidance
indications similar to an ILS.

-
ILS look-alike HMI

Similar displays
whatever the function

J. Vila Carbó 41
 TNyCA
GNSS based approaches Grado Aeroespacial

Synthesizing the virtual GS beam

The virtual beam is de ned by:
- LTP: Landing Threshold Point
- RDH: Reference Datum Height
- VPA: Vertical Path Angle.
‣ Calculated between the FAP and LTP assuming a RDH of 15m.
The vertical pro le needs temperature correction when barometric aid is used to
synthesize the virtual GS beam

FAP

RDH
is 15 m
VPA
computed by the system

LTP
J. Vila Carbó Landing Threshold Point 42
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 TNyCA
GNSS based approaches Grado Aeroespacial

Synthesizing the virtual LOC beam

The virtual beam is de ned by:
- LTP/FTP: Landing/Fictitius Threshold Point III-3-6-23
- FPAP/GARP: Flight Path Alignment Point / GBAS Azimuth Reference Point
- Course width at threshold

D
Δ Length
Offset 305 m
Runway
FPAP
GARP
Course
width LTP/
Length 305 m
FTP
offset

-1
FPAP GARP
Angle of full scale deflection = tan Course width Virtual LOC
D

J. Vila Carbó 43
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 TNyCA
GNSS based approaches Grado Aeroespacial

FAS Data Block Concept

RNAV (GNSS) APV-SBAS approach
ATS provider submits all GNSS landing speci c data required by a Data House
for the coding of the procedure in a navigation database (in ARINC 424).
• Final
Final approach
approach is constructed
virtual beam is constructed mathematically in receiver
mathematically in the the using
FASreceiver
data blockusing FAS data block parameters
parameters.

J. Vila Carbó 44
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FAS data block, the term TCH equates to the use of the term RDH. The following FAS data block information sh
stored as a binary string in the prescribed format, as described in Annex 10, and can only be transmitted electronic
TNyCA
GNSS based approaches Grado Aeroespacial
2.2 FAS data fields. The following presents a standardized alphanumeric encoding of fields needed for the
approach segment (FAS) data block record for approaches using SBAS (LPV minima) and are included in the
FAS data block elds
wrap:

Data field Field size Data type

Operation type 2 characters Unsigned integer
Service provider identifier 2 characters Unsigned integer
Airport identifier 4 characters Alphanumeric
Runway 5 characters Alphanumeric
Approach performance designator 1 character Unsigned integer
Route indicator 1 character Alpha
Reference path data selector 2 characters Unsigned integer
Reference path ID (Approach ID) 4 characters Alphanumeric
LTP/FTP latitude 11 characters Alphanumeric
LTP/FTP longitude 12 characters Alphanumeric
III-2-6-App
LTP/FTP A-2
ellipsoidal height 6 characters ProceduresSigned
— Aircraft Operations — Volu
Integer
FPAP latitude 11 characters Alphanumeric
FPAP longitude 12 characters Alphanumeric
Threshold crossing height (TCH) 7 characters Alphanumeric
TCH units selector (metres or feet) 1 character Feet or metres
Glide path angle (GPA) 4 characters
III-2-6-App A-1 Unsigned integer 13/
Course width at threshold 5 characters Unsigned integer
Length offset 4 characters Unsigned integer
Horizontal alert limit (HAL) 3 characters Numeric
Vertical alert limit (VAL) 3 characters Numeric
J. Vila Carbó 45
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 TNyCA
GNSS based approaches Grado Aeroespacial

Augmenta on systems in air naviga on systems

They provide improvements in the accuracy of GNSS.
There exist three basic categories:
- SBAS: auxiliary systems based on satellites and ground reference stations with
speci c functions that complement the GNSS and make them suitable for en
route navigation and approaches.
‣ Examples: WAAS (USA), EGNOS (Europe) and MSAS (Japan).
- GBAS: augmentation systems based only on ground facilities.
‣ The typical example is the Local Area Augmentation System. Based on real-time
di erential GNSS.
- ABAS: augmentation systems based on instruments aboard the aircraft. They
combine data from various aircraft instruments. They monitor the integrity of the
GNSS satellites based on the di erent sources. Examples:
‣ To use GLONASS as an alternative source to check integrity
‣ To use RAIM receivers
‣ To use conventional navaids to to check integrity.
J. Vila Carbó 46
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 TNyCA
GNSS technologies Grado Aeroespacial

Satellite Based Augmenta on System (SBAS)

SBAS is a wide area differential GNSS signal augmentation which uses:
- A constellation of geostationary satellites, able to cover vast areas, to broadcast
primary GNSS data with correction.
- A ground infrastructure which includes:
‣ Reference SBAS ground stations that receive the data from the primary GNSS
satellites
‣ A Processing Facility Center which computes integrity, corrections and GEO
ranging data forming the SBAS signal-in-space (SIS)

SBAS improves the accuracy and reliability of GNSS information by correcting

signal measurement errors and by providing information about the accuracy,
integrity, continuity and availability of its signals.
Some systems transmit additional information about sources of error (such as
clock drift, ephemeris, or ionospheric delay), others provide direct measurements
of how much the signal was off in the past, while a third group provides
additional vehicle information to be integrated in the calculation process.

J. Vila Carbó 47
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 TNyCA
GNSS based approaches Grado Aeroespacial

Satellite Based Augmenta on System (SBAS)

Differential GPS technology based on Wide Area Augmentation
Satellite Based Augmentation System (SBAS)
EGNOS
GNSS
WAAS

GEO Stationary Satellite

Central Processing Facility Reference Stations

Connection Computes corrections and integrity
Station data. Uplinks to GEO via CS

J. Vila Carbó 48
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 TNyCA
GNSS basedde
Cobertura approaches
los sistema SBAS actual … Grado Aeroespacial

Current SBAS coverage

Current existing SBAS: coverage

J. Vila Carbó 49
 TNyCA
GNSS based approaches Grado Aeroespacial

Ground Based Augmenta on System (GBAS)

Differential GPS technology based on local area augmentation
Ground Based Augmentation System (GBAS)

Ground-Based
Augmentation
System (GBAS)

Multi-Mode Receiver

VHF Data Broadcast (VDB)

Broadcasts corrections and
final approach segment
data

J. Vila Carbó 10 RNAV Principles 50

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 TNyCA
GNSS based approaches Grado Aeroespacial

Ground Based Augmenta on System (GBAS)

Based on Single Differencing with a ground station

J. Vila Carbó 51
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 TNyCA
GNSS technologies Grado Aeroespacial

GBAS Landing System (GLS)

A GLS is a GNSS System-dependent alternative to ILS that provides local
augmentation. It uses:
- Two or more GNSS receivers which collect pseudoranges for all the primary
GNSS satellites in view
- A single GBAS airport ground station that computes and broadcasts in VHF
di erential corrections based on its own surveyed position. The broadcast
information includes pseudorange corrections, integrity parameters and various
locally relevant data such as Final Approach Segment (FAS) data, referenced to
the WGS-84.
The pilot ies a ILS look-alike approach.
It allows a Precision Approach.
While the main goal of GBAS is to provide integrity assurance, it also increases
the accuracy with position errors below 1 m (1 sigma).

J. Vila Carbó 52
ff
fl
ve to achieve
Airbus CAT II/III capability in the medium term
xLS concept -
AirportGBAS
flexibility
TNyCA
Lan
GNSS
xLS technologies
functions – GLS enhancement
• Differential
Grado Aeroespacial G
• GLS CAT I w
• Objective to a
GBAS landing system
GBAS Landing
Differential GPSSystem
technology based on local ground station
• Differential GPS technology based on local ground station
GLS CAT I. Objective to achieve CAT II/III capability in the medium term
-
• GLS CAT I with Autoland certified on all Airbus families
G
na Ground station
• Objective to achieve CAT II/III capability in the medium term
A
na en
GPS antenna

VDB antenna

GPS antenna
GNSS: Global Navigation Satellite System VDB: VHF Data Broadcast
GBAS: Ground Based Augmentation System
eserved. Confidential and proprietary document.

VDB antenna

J. Vila Carbó 53
 TNyCA
Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

54
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 TNyCA
Classi cation of approach procedures Grado Aeroespacial

Approach procedures
According to the navigation type:
- Conventional: based on conventional navaids
- PBN (RNAV & RNP): based on GNSS
According to the vertical guidance:
- NPA - Non-precision approach
- APV - Approach with vertical guidance.
‣ A non precision vertical guidance, like, barometric or conventional GPS is assumed.
- PA - Precision approach
According to the angle of the nal approach segment with the runway axis:
- STA - Straight approach
- Curved approaches
- Circling approach: An extension of an instrument approach procedure which
provides for visual circling of the aerodrome prior to landing.

J. Vila Carbó 55
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 TNyCA
Classi cation of approach procedures Grado Aeroespacial

DA/H and MDA/H concepts

OCA/H: obstacle clearance
altitude altitude/height Missed
Approach

GP
Precision approach Glide Path
DA/H ≥ OCA/H DA/H
OCA/H
RWY

Missed
Approach
GP
Non-precision approach Glide Path
MDA/H ≥ OCA/H
MDA/H

OCA/H
RWY

J. Vila Carbó 56
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 TNyCA
Classi cation of approach procedures Grado Aeroespacial

DA/H and MDA/H concepts

Decision altitude/height (DA/H) - A speci ed point in the glideslope de ned by
its height in a 3D instrument approach (precision) operation at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.
Minimum descent altitude/height (MDA/H) - A speci ed altitude or height in a
2D instrument (non-precision) approach operation or circling approach
operation below which descent must not be made without the required visual
reference.

J. Vila Carbó 57
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 TNyCA
Classi cation of approach procedures Grado Aeroespacial

PA - Precision Approaches
By de nition they have have an electronic vertical guidance. Both horizontal
and vertical guidance is provided.
- No need to publish a FAP or to beacon it with a navaid; pilots will intercept the
electronic vertical guidance provided.
- FAP may move inbound / outbound as the true altitude that the GS is being
intercepted changes with deviations from ISA and associated altimeter errors.
- There is no need to have a navaid to mesure the distance to the RWY on
an ILS approach - ‘old school' ILS installation had no DME device and two
markers which did not provide any means of identifying the GS intercept
location. However most current ILSs have an associated DME.
This category includes:
- ILS - Instrument Landing System
- MLS - Microwave Landing System
- GBAS - GPS with Ground Based Augmentation System

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Classi cation of approach procedures Grado Aeroespacial

NPA - Non-precision approaches

Approaches in which no vertical guidance on the glide slope is provided.
This category includes any kind of navaid that provides horizontal guidance:
- NDB approaches
- VOR approaches
- LOC approaches
- LOC back course approaches
LOC can be used alone without the GS if it is not installed or is out of service.
- LOC is four times more sensible than VOR
LOC Back Course. The LOC also emits a narrow signal in the opposed direction.
This offers the advantage of being used to guide reverse approaches on the runway
whenever needed. However, this use is subject to veri cation and certi cation.
- LOC BC has speci c approach charts
- The CDI must be used with the opposite logic: getting away from the needle.
- Most autopilots have a speci c button for this kind of approach.
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Grado Aeroespacial

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Classi cation of approach procedures Grado Aeroespacial

NPA - Non Precision Approaches

No electronic vertical guidance signal is provided.
- The FAF is xed and needs to be beaconed by a navaid as a VOR or NDB or
by the distance to a navaid like the DME.
- A MAPt needs to be de ned similar to the FAF to start the missed approach.
MAPt usually de ned by chronometering the time FAF-MAPt: Charts provide a
table with the altitude as a function of the speed and distance from the FAF to
the MAPt:

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Classi cation of approach procedures Grado Aeroespacial

NPA - Non Precision Approach

Computing the V/S Vertical Speed to get a FPA (Flight Path Angle) of 3º / 5.2%
slope. V/S can be put as a function of the Ground Speed GS:
VARIO = tan(FPA) x GS(Ground_Speed in knots)/60 x 6076 ft/NM
- For a 3º G/S it simpli es to approximately:
VARIO = 5 x GS
Example
- LEVC runway 30 approach. The glide slope is 5.2%.
- Assume GS=160 kt.
- Descent starts at the FAF a 6.1 NM
VARIO = 5.2 x (160 / 60) X 6076 = 842 fpm

x5
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Classi cation of approach procedures Grado Aeroespacial

Approach procedures
2D procedure 3D procedure 3D procedure

NPA approaches APV approaches PA approaches

Non-precision Approaches Approaches with Vertical Guidance Precision Approaches

Conventional GLS Conventional

procedure
RNP APCH RNP APCH procedure

NPA APV

VOR/DME
NDB NPA NPA APV-Baro APV SBAS ILS
GNSS SBAS MLS
Localizer
… LNAV LP LNAV/VNAV LPV GBAS PAR

PBN
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Classi cation of approach procedures Grado Aeroespacial

Classi ca on of satellite approaches

GNSS Horizontal Vertical
2D/3D Augmentation Integrity
Approach guidance guidance
LNAV 2D NO GNSS — RAIM
(Basic GNSS)
SBAS
LP 2D SBAS —
angular
LNAV/ NO
3D GNSS Baro RAIM
VNAV (Basic GNSS)
SBAS
LPV 3D SBAS SBAS SBAS
angular
GBAS
GBAS 3D GBAS GBAS GBAS
angular

Lateral
LNAV = IAP (instrument Approach Procedure) with lateral guidance based on RNAV
Navigation

Lateral/Vertical IAP with lateral and vertical guidance based on RNAV

LNAV / VNAV = Navigation
Localizer IAP with lateral guidance based on SBAS with similar performance to a LOC
LP = Performance
Localizer IAP with lateral and vertical guidance based on SBAS with similar
LPV = Performance with performance to a LOC in the lateral system and not required to meet the
Vertical Guidance precision approach standards of ICAO Annex 10.
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Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

65
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Landing minima and OCA/H Grado Aeroespacial

Landing minima
Landing minima de ned the minimum conditions for landing using two criteria:
the cloud base and the visibility. If not met, the pilot should start the Missed
Approach procedure. Those parameters are de ned by:
- DA/H or MDA/H - minimum height/altitude to get a visual reference to the
runway and land safely in 3D and 2D instrument approach respectively.
- RVR (Runway Visual Range) - horizontal distance to get a visual reference to
the runway and see the high intensity lights of the runway. Usually measured by
some RVR sensors at the airport.
RVR sensors
Clouds’ ceiling

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Landing minima and OCA/H Grado Aeroespacial

PA - Precision Approach Categories

CAT I: a standard ILS is considered Category I. It allows landings with minimum
visibility following conditions :
- DA/H (Decision Altitude/Height) : not less than 200 ft (60 m)
- Visibility minimum: 2400 feet (732 m) or 1800 feet (549 m) in case of Runway
Centerline Lighting System and Touchdown Zone Lights.
- Cloud ceiling minimum: 200 feet (60 m).
CAT II: the most advanced systems of categories II and III allow near-zero visibility
operations , but they require additional certi cation of the aircraft and crew.
- DA/H (Decision Altitude/Height) : 100 ft (30 m)
- Visibility minimum: 1200 ft (366 m)
CAT III: this category allows the aircraft automatic landing system. Each device
certi ed for CAT III operations has a minimum decision height and visibility set which
are unique for each certi cation.
- DA/H (Decision Altitude/Height) : less than 100 ft (30 m) or no decision height.
- Visibility minimum: 700 ft (213 m) -CAT IIIa- or between 150 ft (46 m) and 700 ft (213
m ) -CAT IIIb-
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PA - Precision Approach Categories

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Landing minima and OCA/H Grado Aeroespacial

PA - Precision Approach Categories

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Landing minima in NPA

A MDH not lower than 250 ft and
An RVR of not less than 750 m, unless accepted by the Authority.

Landing minima in APV

A DH not lower than 250 ft and
An RVR/CMV of not less than 600 m, unless accepted by the Authority.

Landing minima in visual approaches

The minimum RVR is 800 m for a visual approach

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Landing minima in circling approaches

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Minimum landing RVR

The actual minimum landing RVR for a particular CAT I, APV or NPA approach depends
on a number of variables.
- Airport lighting.
‣ Full Approach Light System (FALS): Precision approach CAT I lighting system. It consists of
720 m or more of High Intensity Approach Light System (HIALS), runway edge lights,
threshold lights and runway end lights. Lights must be on.
‣ An Intermediate Approach Light System (IALS): It consists of 420 - 719m of HIALS, runway
edge lights, threshold lights and runway end lights. Lights must be on.
Intensity
‣ A Basic Approach Light System (BALS): It consists of any other Approach Light System
(HIALS, MIALS or ALS) 210m - 419m approach lights, runway edge lights, threshold lights
and runway end lights. Lights must be on (MIALS is Medium Intensity ALS).
‣ No Approach Light System (NALS): It consists of any other Approach Lighting System
(HIALS, MIALS or ALS < 210m) or No Approach Light.
- Glide path approach angle
- Final approach track o set from runway centerline
- Location of Final Approach Fix and means of locating
- Availability of Runway Touchdown Zone Lights (RTZL) and Runway Centreline Lights
(RCLL), spacing of RCLL
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Calvert System
The Calvert system consists of a white centreline and 5 white cross bars. It
commences 900m prior to the runway threshold (see the next gure).
- At aerodromes where CAT II and III approaches are conducted, supplementary
approach lights are added to the system.
‣ Supplementary approach lights are installed the last 300m prior the runway
threshold, consisting of a white centreline barrette and two red side barrettes.

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Calvert System

https://www.dropbox.com/s/86gb0ko0rcu6zja/
VID-2016-AppConNiebla.mp4?dl=0

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Obstacle clearance in NPA

MOC: Minimum Obstacle Clearance distance

Ini al Intermediate Final

approach approach approach
IAF IF FAF MAP
1000’

MOC
300 m
500’

MOC
150 m
Landing minima

250’
MOC
75 m

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Landing minima and OCA/H Grado Aeroespacial

Obstacle clearance in PA
OAS - Obstacle assessment surfaces
II-1-1-34 Procedures — Aircraft Operations — Volume II

Z
Y
Glid
e pa
X th

W
E
D
C
co u rse
ach
la pp ro La
Fina nd
in g
thr
es
ho
ld

Figure II-1-1-11. Illustrations of ILS obstacle assessment

surfaces — perspective view
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Precision nal approach Grado Aeroespacial

OAS concept

A. Silva & A. G. de Barros / Journal of Aviation Technology and Engineering 57

Figure 4. Runway coordinate system and intended path.

According to ICAO (1999), the effect of some of those information for CYOW was obtained from the Ontario
factors on OLS dimensions is represented by categorizing Centre for Climate Impacts and Adaptation Resources.
the runways with respect to the approach type and code
J. Vila Carbó According to Horonjeff and colleagues (2010), aircraft 78
fi
 Safety – TLS) it is possible to calculate airspaces
s. The which are to be kept free from objects, in order not to
ns Precision
can exceednal -7 TNyCA
theapproach
given TLS (according to ICAO 10 per
S-OPS. approach). This airspace has a funnel-like shape Grado Aeroespacial

o-called around the nominal flight path with elliptical cross sec-
OAS concept
s from tions (see Fig. 4).
ected.

ment of
faces
)

recog- Fig. 4: Derivation of ILS OAS from the ILS CRM

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Precision nal approach Grado Aeroespacial

OAS concept

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Landing minima and OCA/H Grado Aeroespacial

PAN-OPS OAS so ware

II-1-1-34
It gives the coef cients for glide path angles between 2.5 and 3.5 degrees in 0.1 degree steps, and for any
Procedures — Aircraft Operations — Volume II

localizer-threshold distance between

II-1-1-36 2 000 m and 4 500 m. ExtrapolationProcedures
outside— Aircraft
these Operations
limits —is Volume
not II
permitted.

Z
Y Flight

cision final approach X

G li d
e pa
th
Management
Systems

W
ecision segment - ILS z = Ax + By + C L pp ro
ach
cour
se C
D
E

- The precision segment

F in a is protection by a a set
la nd
i n g of sloped surfaces named
thr
OAS: es
ho
l d

- W, X,Y and Z
- The geometry of the sloping surfaces is precisely defined by four simple
Figure II-1-1-11. Illustrations of ILS obstacle assessment
surfaces — perspective view
linear equations of the form:
z = Ax + By + C

–X
–Y +Z

THR
origin at threshold
+X
+Y

Figure II-1-1-12. System of coordinates

rbó 75

10/11/16
13/11/14
No. 7

Figure II-1-1-14. OAS output data generated by the PANS-OPS OAS software 81
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Landing minima and OCA/H Grado Aeroespacial

OCA/H calcula on
If the OAS are not penetrated, the OCA/H is de ned by:
- The height loss altimeter margin corresponding to the aircraft category.
- Table II-1-1-2
If the OAS are penetrated, is calculated as the sum of:
- The height loss altimeter margin corresponding to the aircraft category.
+
- The highest approach obstacle height, or the adjusted height of the largest
missed approach penetration, whichever is greater.

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OCA/H calcula on
Height Loss Altimeter Margin
II-1-1-22 Procedures — Aircraft Operations — Volume II

Table II-1-1-2. Height loss/altimeter margin

Margin using radio altimeter Margin using pressure altimeter

Aircraft category (Vat) Metres Feet Metres Feet
A – 169 km/h (90 kt) 13 42 40 130
B – 223 km/h (120 kt) l8 59 43 142
C – 260 km/h (140 kt) 22 71 46 150
D – 306 km/h (165 kt) 26 85 49 161
H – 167 km/h (90 kt) 8 25 35 115

Note 1.— Cat H speed is the maximum final approach speed, not Vat.

Note 2.— For Category E aircraft refer directly to the equations given in 1.4.8.8.3.4.

Take into account adjustments for high air eld elevations and steep glide path angles
Table II-1-1-3. Objects which may be ignored in OCA/H calculations
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Landing minima and OCA/H Grado Aeroespacial

1.76 km (0.95 NM) (for helicopters 1.48 km (0.8 NM))

OCA/H calcula on
FAF X Y
IF
Determine OCA/H. Sum of W W′ Z

- Highest obstacle height by aircraft category

+
- Loss altimeter margin

DA
150 m
300 m (492 ft) GP
(984 ft) GP
′
OAS
X
Height loss
W Y
Highest obstacle
W′ Z

Figure III-3-5-2. Illustration of SBAS APV obstacle assessment surfaces

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OCA/H calcula on
Highest approach obstacle height
- Determine the obstacles that are penetrating the OAS set of surface applicable
to the procedure.
‣ Obstacle is penetrating if z_surface = Ax + By + C is less the z_obstacle
‣ Some obstacles can be ignored. See table II-1-1-3
- Determine which obstacle from the penetrating ones are those to be considered
“Missed Approach Obstacle”
- Reduce the heights of all missed approach obstacles to the heights of equivalent
approach obstacles

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Landing minima andFinalOCA/H
approach segment Grado Aeroespacial
Intermediate missed approach

MOC - Minimum Obstacle Clearance Initial

missed
approach
Missed approach
I-4-6-4
Part I, Section 4, Chapter 6 Procedures — Aircraft Operations — Volume I
Figure I-4-6-1. Missed approach phases
Turns greater
than 15º permitted

Climb
established
___________________
Nominal
Nominal MAPt 50m must be
descent 2 . 5% 30 m (98 ft) maintained
path 50 m (164 ft)
No turns greater
OCA/H than 15º

MDA/H
Runway

Final approach segment Intermediate missed approach Final

missed
approach
Initial
missed
approach

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Example Grado Aeroespacial

OCA/H calcula on

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Example Grado Aeroespacial

OCA/H calcula on
NPA - Non-Precision Approach

5.2 %

770 +150 = 920 m

= 3000 ft OCA/H
MDA/H
MOC=150 m
770 m
380 +75 = 455 m
610 m
MOC=75 m
380 m

7 NM

9.49 NM
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Example Grado Aeroespacial

OCA/H calcula on
PA - Precision Approach

3º

770 +150 = 920 Height loss

= 3000 ft Class D
26 m

MOC=150 m OCA/H
770 m DA/H
OAS 380 +26 = 406 m
610 m CAT 1
z = 0.0285x – 8.01

380 m

361.46 m

7 NM

9.49 NM
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OCA/H (Obstacle Clearance Al tude/Height)

OCA/H: The lowest altitude or the lowest height above the elevation of the
relevant runway threshold or the aerodrome elevation as applicable, used in
establishing compliance with appropriate obstacle clearance criteria
It is used as the main criteria for setting the DH/A and MDA/H.
A table in the charts provides the OCA as a function of the aircraft category (A,
B, C, D, E)
- Aircraft classi cation is done according to the maximum landing speed

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CAMBIOS: NOMBRE PROCEDIMIENTO, COORD DVOR/DME SNR, OBSTÁCULOS, COTAS, SIMBO TNyCA
2541 A

1
Landing minima and OCA/H
4

9
8
1987 9

0
9
0
3489
X5
J381 Grado Aeroespacial

9
963
90 8 2163

9
CAMBIOS: NOTA RNP.

0
990 5016 4406
RW 29

OCA/H box
FRUSTRADA:SUBI
004?00'
W
R EN RUMBO MAGNÉTI
CO 292ºDI
003?50'
W
RECTO ALDVO R/DME SNR.PRO CEDER PO R R-
292 SNR HASTA 4000 f
t.VI Santander RNAV (GNSS) Z RWY 29
ELEV:12
RAR A LA DERECHA DI
003?40'
W
RECTO ALDV
003?30'
W

THR RW Y 29
SUBI
ENDO A 6000 f
tPARA I
NTEGRARSE A LA ESPERA. 004?00'W 003?50'
W
I
AF HGT REF ELEV THR RW Y 29 0

Landing Minima are indicated in the

DVO R/DME
SNR
FRUSTRADA:SUBI
R DI
OCA/
H
RECTO A XJ RAR A LA DERECHAI
381.VI
A
A

B
FRECTO A RESVA PAR
DI
SO RPO
C D

OCA/H box of an RNAV approach

6000
17.
0 DME SNR
I
IAF
DKER
6000
377 389 397 408
chart, when SBAS procedure is
A
ALEJ
AM I
ENTO VER T
ABLA
LPV 2.
5%
(
365) (
377) (
385)5000 (
396)
4100

implemented.
DVO R/DME SNR ACL TA 6000
(
4088)
0 DMEST
4. ILSA
3250
8.
5 DME SNR
(
3238)
1358
Example
TA 6000 (
1346) GP
0º
3.
I
F
L
3
13
291º 14.
5 DME I
LS
XJ381 FAP
I
LS RDH 58 En ci
rcui
to 820 2010 2500
R-
292 19.
0 DME SNR
SNR (
H)sobre 16 9.
7(DME
810)I
LS (
2000) (
2490)

CAMBIOS: NOTA RNP.

4000 14.
2 DME SNR MAPTLNAV NO A
292
º
ELEV 12 W EF 07-
DEC-
17 (
AIRAC AMDT12/17)RW 29

Santander ILS Z RWY 29

THR RW Y 29
NO O FZ RW Y 29
Santander RNAV (GNSS) Z RWY 29
ELEV:12

THR RW Y 29
HGT REF ELEV THR RW Y 29
HGT REF ELEV THR RW Y 29 0
STA: Straight Approach

GS kt 80 100 120 14
OCA/
H A B C D
OCA/
H A B C D

FAP-
THR:9.
7 NM mi
n:s 7:
18 5:
50 4:
52 4:
347 359 367 378 580
CATI LNAV 2.
5%
(
335) (
347) (
355) (
366) (
570)
FAF-
M APT: mi
n:s

LNAV/ 520
STA ROD:
STA 5.2% 2.
5% f
t/mi
n 425 531 637 74
VNAV (
510)

ALT/
HGT DM E (
ILS)FNA

1
13 DME 12 DME 11 DME 10 DME 9 DME 8 DME 7 DME 6 DME 5 DME 4 DM

En ci
rcui
to 1620 2010 2500 En ci
rcui
to 8320
010 2628
01
00 2350 2025000 1690 136
(
H)sobre 16 (
8(10)
3000) ((2000)
2670) ( 2340) ( (
2 490
2010) ()1680) (
135
(
H)sobre 16 (
1610) (
2000) (
2490)

W EF 07-
DEC-
17 (
AIRAC AMDT12/17)
W EF 02-
FEB-
17 (
AIRAC AMDT15/16) AI
P-ESPAÑA
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Examples
Santander ILS Z RWY 29
APP 118.
375 SANTANDER/SeveBal
les
ter
os-
Sant
ander
CARTA DE APRO XI
MACI
ÓN ELEV AD TW R 118.
100 I
LSZ
PO R I
NSTRUMENTO S-
O ACI 16 GMC 121.
700 RW Y 29

004?00'
W 003?50'
W 003?40'
W 003?30'
W 003?20'
W

ALTI
TUDES,ELEVACI
O NESY ALTURASEN PI
ES.
DI
STANCI
ASEN MI
LLASNÁUTI
CAS.
LASMARCACI
O NESSO N MAGNÉTI
CAS. MSA

43? 43?
VA

40'
N VO R REQ UERI
DO 4000 40'
N
R1

DME REQ UERI

DO
TABLA DE ALEJ
AMI
ENTO
º
W(

DVO R/DME SNR

2

I
AS(
kt) 110 140 185 220
01

087º 276º
5)

R(
SNR) 107 106 103 099

º
8700

4
7700

02
10NM
25 NM

A DVO R/DME SNR

MAR CANTÁBRI
CO
292
º
43? 43?
30'
N R-
292 600 30'
N
SN 0 237
4000 R
SANTANDER
112 723
º 442
0

466 LOC 110.

90 1241
STA
27

152
778 292
18
º VI
RAJ
E DE BASE
ALEJ
AM I
(
IAF) ENTO I
ASMAX220 kt
197 VER T
SANTANDER ABLA
DVOR/
DM E 115.
30
718 SNR
111 990
43º27'
00'
'N º 22.
0 DM E SNR
003º54'
08'
'W 1869 291 19.
0 DM E SNR 2113
º
558
(
FAP)
924 600
9.
7 DM E I
LS 0
14.
2 DM E SNR
43º22'
03'
'N HI
PÓ DRO MO
43? 1457 1644 43?
003º35'
54'
'W I
ASMAX220 kt
(
IAF)
20'
N 5100 20'
N
ESCALA 1:
400 000 SORPO
17.
0 DM E SNR
1987 43º21'
08'
'N 990 R-
(
IF) (
IAF) 11
1S
1980 003º32'
15'
'W NR
AM PUR
14.
5 DM E I
LS
2163 22.
0 DM E SNR
3166 19.
0 DM E SNR
43º19'
24'
'N
43º20'
24'
'N
003º25'
49'
'W
003º29'
46'
'W
2
9
7
0
4629 99
0
DIMIENTO, COORD DVOR/DME SNR, OBSTÁCULOS, COTAS, SIMBOLOGÍA.

99
0
990

2878
3426

2541
1
9

43?
8
0

10'
N
3489
5638
70
5016 4406 29

004?00'
W 003?50'
W 003?40'
W 003?30'
W 003?20'
W
FRUSTRADA:SUBI
R EN RUMBO MAGNÉTI
CO 292ºDI
RECTO ALDVO R/DME SNR.PRO CEDER PO R R-
292 SNR HASTA 4000 f
t.VI
RAR A LA DERECHA DI
RECTO ALDVO R/DME SNR
SUBI
ENDO A 6000 f
tPARA I
NTEGRARSE A LA ESPERA.
I
AF
I
AF
DVO R/DME
SO RPO
SNR
17.
0 DME SNR
6000 6000
5100
ALEJ (
5088)
AMIENTO VER T
A ABLA 4100
DVO R/DME SNR ACL
(
4088)
4.
0 DME I
LS
3250
8.
5 DME SNR I
AF
(
3238)
1358 AMPUR
0º

92
3.

J. Vila Carbó
TA 6000 (
1346) GP I
F 22.
0 DME SNR
291º 14.
5 DME I
LS
I
LS RDH 58 FAP
R-
292 19.
0 DME SNR
SNR 9.
7 DME I
LS
4000 14.
2 DME SNR NO A ESCALA
 .
4
MAR CANTÁBRI
CO

43? 43?

TNyCA
30'
N 30'
N
ESCALA 1:
300 000
237

Landing minima
SANTANDER
XJ381 722
776
723
442

50
00

1444.
Grado Aeroespacial

(
T1
477 1241

5º 1º)
779
152 172

784 641 (
IAF)
RESVA

(
32 4.
T3
380 201
5000

5º º)
2
1
Examples
RW 29 I
ASMAX
7.
5
1236 210 kt
718
1º
2 24 .3º)

a
9

j
1199 T29 1º
( 99
39

a
0

oS
0.3º) 9
6. T2
(

R
I
ASMAX

í
924

oP
0 816
99 2044 3.

R
1 210 kt 1395
558 (
FAP) 29

a
1
T29 º

s
746 (

Santander RNAV (GNSS) Z RWY 29

XJ08E 0. 1499
3º)
2500 XJ14E
era 3.
0 4000
oMi
Rí (
IF) 1644
291
1440
XJ11E (
T2 º (
IAF)
89 3.
9
43? 1312 .7º) AM PUR 43?
3000
29
20'
N T28 1º
( 20'
N
2609 9.
8º)
1980 0
99 5000
1987 2733
2315
9 0
APP 118.
375 SANTANDER/SeveBal
lest
eros-
Sant
ander 9 8
9

1
0 1

9
TW R 118.
100 3166 3018

8
CARTA DE APRO XI
MACI
ÓN ELEV AD RNAV (
GNSS)Z

0
9

ón
990 2163

9
GMC 121.
700

s
PO R I
NSTRUMENTO S-
O ACI 16 RW Y 29

oA
990

í
004?00'
W 003?50'
W 003?40'
W 003?30'
W

R
990

1
9
19

8
80

0
29 4386
MSA 70
ALT,HGT& ELEV:FT.
43?
DIST:NM.
43? 004?00'
W 003?50'
W 003?40'
W 003?30'
W
V

FL80
A

40'
N (
IAF) 40'
N
BRG:MAG.
R1

I
DKER
I
AF I
AF
º

FRUSTRADA:SUBI
R DI
RECTO A XJ
381.VI
RAR A LA DERECHA DI
RECTO A RESVA PARA I
NTEGRARSE A LA ESPERA A 5000 f
tO SUPERI
O R.
W(

5000 RESVA
ARP
AMPUR
201

5000 5000
5

IAF
)

LPV SEGMENTI
D:E29A I
DKER
RNP APCH REQ UERI
DO 145º
SBASCHANNELNUMBER 50029 LPV RDH 49 5000
(
T144.
1º)
25 NM
) 1º
.3º 29 .8º)
TA 6000 A RESVA 39 89
T2
( 1º T2
(
I
F 24
XJ
11E 1º )
(
1444.
T1

NO TA: RUMBO SGEO GRÁFI

CO SENTRE PARÉNTESI
S.
FAP 29 .7º
5º1º)

ACLLPV
XJ08E 89
º T2
(
4.0 RW 29
) 291 3000
XJ14E
5.2% 3º)
0. (
2988)
1349
0º
( 2500 (T29 4000
16

3. º
.

291 3º)
4

XJ
381 (
1337) (
2488)
MAR CANTÁBRI
CO 0.
T29
CAMBIOS: NOTA RNP.
(
43? 43?
30'
N 30'
N RW 29
ESCALA 1:
300 000
237

XJ381
SANTANDER
722
ELEV:12
776
442
723 THR RW Y 29
50
00

1444.
(

HGT REF ELEV THR RW Y 29 0 5 10NM

T1

477 1241
5º 1º)

779
152 172

784 641 GS kt 80 100 120 140 160 180

(
IAF) OCA/
H A B C D
RESVA
(
32 4.
T3

380 201
5000
5º º)
2

FAP-
THR:7.
5 NM mi
n:s 5:
38 4:
30 3:
45 3:
13 2:
49 2:
30
1

RW 29 I
ASMAX
7.
5 210 kt 377 389 397 408
1236 LPV 2.
5%
718
1º (
365) (
377) (
385) (
396)
2 24 3º) FAP-
M APT: mi
n:s
a

9
j

1199 T29 1º
( 99 .
39
a

0
oS

0.3º) 9
6. T2
(
R

I
ASMAX
í

924
í

oP

0 816
99 2044 3.
R

1 210 kt
558 (
FAP) 29
1395 STA ROD:5.
2% f
t/mi
n 425 531 637 743 849 955
a

1
T29 º
s

746 (
XJ08E 0. 1499
3º)
2500 XJ14E
3.
o
Rí
er
Mi
a
(
IF)
0 4000 1644 ALT/
HGT RW 29 FNA
129
1440
XJ11E T28 º
( (
IAF)
9. 3.
9
43? 1312 7º) AM PUR 43? 13 NM 12 NM 11 NM 10 NM 9 NM 8 NM 7 NM 6 NM 5 NM 4 NM 3 NM 2 NM 1 NM
3000
9 2
20'
N T28 1º
( 20'
N
2609 9.
8º)
En ci
rcui
to 820 2010 2500 2340 2010 1680 1350 1030 710
1980 0
99 5000 (
H)sobre 16 (
810) (
2000) (
2490) (
2330) (
2000) (
1670) (
1340) (
1020) (
700)
1987 2733
2315
9 0
9 8
9
1

0 1
W EF 07-
DEC-
17 (
AIRAC AMDT12/17) AI
P-ESPAÑA AD 2-
LEXJI
AC/9.
1
9

3166 3018
8
0
9

ón

990 2163
9

s
0

oA

990
Rí

990
1
9

19
8

80
0

29 4386
70

004?00'
W 003?50'
W 003?40'
W 003?30'
W

FRUSTRADA:SUBI
R DI
RECTO A XJ
381.VI
RAR A LA DERECHA DI
RECTO A RESVA PARA I
NTEGRARSE A LA ESPERA A 5000 f
tO SUPERI
O R. I
AF I
AF
RESVA AMPUR
5000 5000
IAF
I
DKER
145º
LPV RDH 49 5000
(
T144.
1º) º
) 1
.3º 29 .8º)
TA 6000 A RESVA 39 89
T2
( 1º T2
(
I
F 24
XJ
11E 1º )
FAP 29 .7º
ACLLPV
XJ08E 89
º T2
(
4.0 RW 29
) 291 3000
XJ14E
5.2% 3º)
0. (
2988)
1349
0º
( 2500 (T29 4000
3. º
XJ
381 (
1337) 291 3º) (
2488)
0.
T29
OS: NOTA RNP.

J. Vila Carbó 93
RW 29

ELEV:12

THR RW Y 29
 FL90 o

27
Rí

9
269MLG
R- EGNO S 25.
0 DM E 36?
36? ce
alhor
40'
N G uad I
ASMAX
18
CH 21108 107 M LG 40'
N
7.
7 DM E M LG RW Y 31 º
210 kt < G13A
427 (
FAP)

TF
5.
0>

TNyCA
990 M G411
1980

(
I

3111.
ASM

T3
1700 R- AX2

3º6º)
107

Landing minima and OCA/H

1988 30
0RP T M kt

0
7A < LG FL1
5 F

8
10
29

9
M ÁLAGA
3383 (T 3 . 0 400

1
990
E.deLa AEROPUERTO SUR 31 1 > 0
Concepción 1. 3º
DVOR/ DM E 113.55 7º 287
) º
M LG TF
Grado Aeroespacial
8>

.
25 NM 36º40'43''
N < TF 8. º
(I
AF)
(
IF) 4 <7
004º30'24''W (T 3 . 7
23 )
31 13 > .3º PI
SAV
E.Nuevo M G412
3772 1. º 35
delAngel 2000 7º T2
( 20.
0 DM E M LG
)

>
36º35'
10'
'N 36?

5
36?

º
.
F

)
6
M G413

0
T

º
30'
N 004º06'
32'
'W 30'
N

0
<1

2
.
3000

0
05
Examples

0
-1
290

T
(
º

79MGA
MAR MEDI
TERRÁNEO
NO EN
CI
RCUI
TO

14
1º
(
IAF)

Malaga GBAS Z RWY 31

LED169
ETROV UNL

1
26.
0 DM E M GA FL150

I
A
9
36º22'
50'
'N

SMA
º
004º21'
03'
'W 36?

3
36?

4
F

5
L
0
20'
N 20'
N

8
X2

9
0
0
0

º
30k
t
CIRCUITO CAT A, ALT/HGT DME, RUMBO FRUSTRADA, OBST, RENUMERACIÓN.
ARR 123.
850 LED56 31.
0 DM E
TW R W 118.
150 1000 f
tALT M GA ESCALA 1:
550 000
GMC E 121.
950 MÁLAGA/Cost
a delSol
CARTA DE APRO XI
MACI
ÓN ELEV AD SFC

CAMBIOS: CARTELES RNP APCH Y EGNOS, OCA/H CAT I 2.5%, 4.0% &
GMC W 121.
700 GBASZ
PO R I
NSTRUMENTO S-
O ACI 52 ATISARR 120.
375 RW Y 31
005?00'
W 004?50'
W 004?40'
W 004?30'
W 004?20'
W 004?10'
W 004?00'
W 005?00'
W 004?50'
W 004?40'
W 004?30'
W 004?20'
W 004?10'
W 004?00'
W
2618
2838
FRUSTRADA:SUBI
R EN RUMBO DE PI
STA DI
RECTO ALDVO R/DME MLG.VI
RAR A LA I
ZQ UI
ERDA (
IASMAX210 kt
)PARA I
NTERCEPTAR Y SEGUI
R R-
269 MLG HASTA 7.
7 DME MLG.VI
RAR A LA
LER57
ALT,ELEV & HGT:FT.
14

2391
M ARTÍ N 6000 f
tALT DERECHA (
IASMAX230 kt
)A RUMBO MAGNÉTI
CO 360ºHASTA I
NTERCEPTAR R-
147 MAR.VI
RAR A LA I
ZQ UI
ERDA PARA SEGUI
R R-
147 MAR HASTA DVO R/DME MAR PARA I
NCO RPO RARSE
I

7º
AS FL

1833 DVOR/ DM E 112.60 DI

ST:NM.
SFC 37?
37? A LA ESPERA A 6000 f
tO SUPERI
O R.ALTI
TUD MÁXI
MA FL75 DURANTE TO DA LA MANI
O BRA DE FRUSTRADA.ESPERAR I
NSTRUCCI
O NESATC.
M

BRG:MAG.
M AR 2612 00'
N I
AF PI
SAV
AX

00'
N
37º03'19''
N
60

23
75

70 20.
0 DME MLG
0

2970 29 DVO R/DME DVO R/DME

00

004º56'23''W
0
0

6
9
kt

27

LER111 FL75
3

E.de 3344
MLG MAR FL110
32

ce
hor
Guadal
80 6550 f
tALT
6000
18

MG413 4000
7º

19 2552
1
9 SFC NO A ESCALA
8 396
NO A ESCALA 0 0 A DVO R/DME MAR I
F 3000 TF
198
0
TA 6000 MG412 3º) FL80
M ÁLAGA FAP T235.
(
4000
DVOR/ DM E 112.00 E.deLa
R MG411 2000 TF .7º) 237º
MA
Vi a
ñuel 4950
E.de M GA GBAS RDH 52 11 TF
147
1700 (
1669)
V

t
Gai o
anej 36º48'51''
N TF T3 3º
A

(
3415
R- 31
R1

004º22'11''W
º ACL (
T311.
7º) 006º I
AF ETRO V
360
º

2º)
T005.
W(

36? 990 36?

313º (
R- AR

990 M 3.
9 LTP 26.
0 DME MGA
10N
2

0
50'
N
14

50'
N
M
0

TF
1

27

9
5

3º
2198
)

DME REQ UERI

DO
70

7.
7 DME MLG
R- 31 6º) FRUSTRADA FALLO DE CO MUNI
CACI
O NES:SUBI
R EN RUMBO DE PI
STA DI
RECTO ALDVO R/DME MLG.
18

VO R REQ UERI
DO
29

26 ) .
1785 GNSSREQ UERI
DO
9M 2% 11 VI
RAR A LA I
ZQ UIERDA (
IASMAX210 kt )PARA I
NTERCEPTAR Y SEGUI R R-
269 MLG HASTA 7. 7 DME MLG.
5.
( T3
1061 213 LG ( VI
RAR A DERECHA ( I
ASMAX230 kt )A RUMBO MAGNÉTI CO 360ºHASTA I NTERCEPTAR R- 147 MAR.
0º
3

3. 1339
6

MÁLAGA P VI
RAR A LA I
ZQ UIERDA PARA SEGUIR R-
147 MAR HASTA 5. 5 DME MAR.VI RAR A LA I
ZQ UI
ERDA PARA SEGUI
R
0

689
G
80

1440 (
1308) R-
207 MAR DI RECTO A BALPO PARA INCO RPO RARSE A LA LLEGADA J
RZ1JA FL85 O SUPERI O R.
19

1302
ELEV 31
0
6
9

241
3

I
ASMAX 397 331 THR RW Y 31
0 70 RNP APCH REQ UERI
DO
230 kt
FL90 o
27

Rí
9

269MLG
R- EGNO S 25.
0 DM E 36?
36? ce
lhor HGT REF ELEV THR RW Y 31
40'
N G uada I
ASMAX
18
CH 21108 107 M LG 40'
N
7.
7 DM E M LG RW Y 31 º
210 kt < G13A
427 (
FAP)
TF

5.
990
0>
M G411 OCA/
H A B C D GS kt 80 100 120 140 160 180
1980
(

I
3111.

ASM
T3

1700 R- AX2
3º6º)

1988 107 30
0RP T M kt
0

7A < LG FL1
5 F
8

10 FP-
THR:5.
0 NM mi
n:s 3:
45 3:
00 2:
30 2:
09 1:
53 1:
40
29
9

3383 M ÁLAGA
(T 3 . 0 400 CATI 836 848 856 867
1

990
E.deLa AEROPUERTO SUR 31 1 > 0
ón
Concepci 1. 3º 2.
5% (
805) (
817) (
825) (
836)
DVOR/ DM E 113.55 7º 287
) º
M LG TF FAF-
M APT: mi
n:s
8>
.

25 NM 36º40'43''
N < TF 8. º (
IAF)
(
IF) (T 3 .
4 < 7 CATI 440 450 460 470
23 .3º)
004º30'24''W 7
31 13 > PI
SAV
E.Nuevo M G412 STA (
409) (
419) (
429) (
439) ROD:5.
2% f
t/mi
n 425 531 637 743 849 955
3772 1. º 35 3.
0%
delAngel 2000 7º T2
( 20.
0 DM E M LG
)
>

36º35'
10'
'N 36?
5

36?
º
.
F

)
6

M G413
0
T

30'
N 004º06'
32'
'W 30'
N
300 310 320 330 ALT/
HGT DM E THR31
0
<1

CATI
2
.

3000
0
05

(
269) (
279) (
289) (
299)
R

4.
0%
0
-1

290
T

13 DME 12 DME 11 DME 10 DME 9 DME 8 DME

(

º 7 DME 6 DME 5 DME 4 DME 3 DME 2 DME 1 DME

79MGA

MAR MEDI
TERRÁNEO 840 1040 1470 2200 1700 1380 1050
En ci
rcui
to
NO EN
(
H)sobre 52 (
790) (
990) (
1420) (
2150) (
1670) (
1350) (
1020)
CI
RCUI
TO
14
1º

(
IAF) LED169
ETROV UNL W EF 29-
MAR-
18 (
AIRAC AMDT02/18) AI
P-ESPAÑA AD 2-
LEMG I
AC/19.
1
1

26.
0 DM E M GA FL150
7

I
A
9

36º22'
50'
'N
SMA
º

004º21'
03'
'W 36?
3

36?
4
F

5
L
0

20'
N 20'
N
8
X2

9
0
0
0

º
30k
t
AT A, ALT/HGT DME, RUMBO FRUSTRADA, OBST, RENUMERACIÓN.

LED56 31.
0 DM E

1000 f
tALT M GA ESCALA 1:
550 000
SFC
ARTELES RNP APCH Y EGNOS, OCA/H CAT I 2.5%, 4.0% &

005?00'
W 004?50'
W 004?40'
W 004?30'
W 004?20'
W 004?10'
W 004?00'
W
FRUSTRADA:SUBI
R EN RUMBO DE PI
STA DI
RECTO ALDVO R/DME MLG.VI
RAR A LA I
ZQ UI
ERDA (
IASMAX210 kt
)PARA I
NTERCEPTAR Y SEGUI
R R-
269 MLG HASTA 7.
7 DME MLG.VI
RAR A LA
DERECHA (
IASMAX230 kt
)A RUMBO MAGNÉTI
CO 360ºHASTA I
NTERCEPTAR R-
147 MAR.VI
RAR A LA I
ZQ UI
ERDA PARA SEGUI
R R-
147 MAR HASTA DVO R/DME MAR PARA I
NCO RPO RARSE
A LA ESPERA A 6000 f
tO SUPERI
O R.ALTI
TUD MÁXI
MA FL75 DURANTE TO DA LA MANI
O BRA DE FRUSTRADA.ESPERAR I
NSTRUCCI
O NESATC. I
AF PI
SAV
20.
0 DME MLG
DVO R/DME DVO R/DME
FL75 FL110
MLG MAR
NO A ESCALA 6000 MG413 4000
A DVO R/DME MAR I
F 3000 TF
TA 6000 MG412 3º) FL80
FAP T235.
(
4000
R MG411 2000 TF .7º) 237º
GBAS RDH 52 MA 11 TF
147
1700 (
1669) TF T3 3º
(
R- 31 006º
º ACL (
T311.
7º) I
AF ETRO V
360 2º)
T005.
(
3.
9 LTP 313º 26.
0 DME MGA
TF
7.
7 DME MLG 3º
R- 31 6º) FRUSTRADA FALLO DE CO MUNI
CACI
O NES:SUBI
R EN RUMBO DE PI
STA DI
RECTO ALDVO R/DME MLG.

94
)

J. Vila Carbó
26 2% . VI
RAR A LA I
ZQ UIERDA (
IASMAX210 kt )PARA I
NTERCEPTAR Y SEGUI R R-
269 MLG HASTA 7. 7 DME MLG.
9M 5. 11
LG ( T3
( VI
RAR A DERECHA ( I
ASMAX230 kt )A RUMBO MAGNÉTI CO 360ºHASTA I NTERCEPTAR R- 147 MAR.
0º
3. 1339 VI
RAR A LA I
ZQ UIERDA PARA SEGUIR R-
147 MAR HASTA 5. 5 DME MAR.VI RAR A LA I
ZQ UI
ERDA PARA SEGUI
R
P
G
(
1308) R-
207 MAR DI RECTO A BALPO PARA INCO RPO RARSE A LA LLEGADA J
RZ1JA FL85 O SUPERI O R.
ELEV 31
 IF FAF
TNyCA
Landing minima and OCA/H ±5.2°
VOR
Grado Aeroespacial

Stepdown x
Figure I-2-2-9. Area requiring obstacle clearance
A stepdown x permits additional descent of the OCA/H (and thus minima)
within a segment by identifying a point at which an obstacle has been safely
over own.

Procedure Stabilized
Altitude/Height descent path
FAF Stepdown
fix

Minimum obstacle
OCA/H when stepdown
clearance altitude fix not received
/height

MOC
OCA/H
MOC

Figure I-2-2-10. Stepdown fix with dual OCA/H

J. Vila Carbó 95
fl
fi
fi
 TNyCA
Approach procedures Grado Aeroespacial

Instrument approach phases (IFR)

ILS approaches
GNSS based approaches
Clasi cación of approach procedures
Landing minima and OCA/H
Visual approaches (VFR)

96
fi
 TNyCA
Visual approaches Grado Aeroespacial

Aerodrome tra c pa ern

An aerodrome traf c pattern aims to achieve an orderly traf c ow and as much safety as
possible in case of congestion upon arriving an aerodrome. It consists of two parts:
- The instrumental approach/departure route, published in the charts, which includes
itineraries for approaching or leaving the airport, reporting points, and contact with the control
tower, obstacles, etc..
- The AD tra c circuit comprising the speci c path an airplane must y in the vicinity of an
aerodrome.

AD tra c circuit
It is an extension of an instrument approach procedure which de nes a procedure to take-off
and land in the air eld in visual ight conditions.
- It’s a visual circuit.
- The design depends on wind conditions, runways in use, obstacles, ...
‣ It is commonly found in the AIP (Aena) in "Air eld Data" (last page.)

When is it used?:
- Aircrafts ying in VFR.
- Uncontrolled airports.
- Airports where runways do not allow a direct approach.
J. Vila Carbó 97
ffi
fl
ffi
ffi
fi
fi
tt
fl
fi
fi
fi
fi
fl
fl
 TNyCA
Visual approaches Grado Aeroespacial

AD tra c circuit
The geometrical shape is a rectangle whose sides,
called legs, are located with respect the runway in
service:
- Departure. Used for taking o . It matches the
runway axis and direction. It goes from the take
o point to the rst turn to the following leg.
- Crosswind: Next to departure leg and orthogonal
to the runway.
- Downwind: Parallel to the runway and opposite
direction. It is own between 1/2 and 1 mile away
from the runway.
- Base: orthogonal to the runway but opposite
direction to the crosswind leg.
- Final: it is trajectory for landing in the runway axis
and direction.
The standard circuit is counterclockwise and all
turns are left turns although in some cases it can be
clockwise for avoiding noises in close towns, due
to obstacles, etc.
J. Vila Carbó 98
ff
ffi
fl
fi
ff
 TNyCA
Visual approaches Grado Aeroespacial

AD tra c circuit
Runway orientation: it is established attending to a study of the prevailing winds
in order to make take-offs and landings easier and more effcient.
Reversing the circuit: in days (or even hours intervals) in which the wind comes
from a different direction than usual, it is necessary to change the airport
con guration: the circuit does not change, it still has the same pattern and is
own by the same side of the runway, but in opposite direction.

J. Vila Carbó 99
fl
fi
ffi
 6.1 Take- off with low visibility:
naves, a una a la vez, en los casos a) The movement of only one aircraft at the same time will be cleared when
o igual a 500 m y no esté por de- the RVR/visibility is 500 m o bellow, and don´t be bellow 350 m, in this ca-
TNyCA
ATZ - Air Traf c Zone
elarán los despegues.
n todo momento la situación de la
se every take-off will be cancelled.
b) Pilots will proceed to verify at every moment the aircraft position checkingGrado Aeroespacial
aje se ejecuta en condiciones de that taxiing is being executed under total safety conditions. In case of
orientación o duda detendrán la ae- being disoriented or in doubt, pilots will stop the aircraft and immediately
iatamente. will notify TWR.
AD tra c circuit
7. OTHER INFORMATION
Examples 7.1 Communications failure:
a, continuará con la ruta asignada a) Departing aircraft: it will continue by the assigned route to its clearance li-
- Valencia
ando las precauciones para evitar mit, taking extreme caution to avoid detours. Aircraft must remain at this
antendrá posición hasta la llegada point and wait for the arrivalADof2 - aLEPA
"FOLLOW
20 ME" vehicle in order to be gui-
- Palma
nducirá a la posición de estaciona- WEF 28-JUN-12
ded to the assigned stand or holding position.
e le asigne. INFORMACIÓN DE DEMORAS DE APROXIMACIÓN DELAY INFORMATION ON APPROACH
El ATC no expedirá información de EAT (hora prevista de aproximación) a las ae- ATC will not provide EAT (estimated arrival time) inf
cerá en su posición y esperará la b) Vehicle: it will hold its position and wait for the arrival of a "FOLLOW
dingME"
ronaves en espera, si el tiempo de espera previsto no excede de 20 minutos.
on approach, as long as the holding time does no

lo conducirá
AIP
hasta el lugar que se vehicle in order toADbe guidedAD
2 - LEVC 11
to the assigned
2 - LEPA 20
APROXIMACIONES VISUALES
place. VISUAL APPROACH AIP
ESPAÑA 31-MAY-12 WEF 28-JUN-12
En caso de aproximaciones visuales, las aeronaves mantendrán una altitud de: In the case of visual approach, aircraft will ESPAÑA
maintain an
- 1500 ft o superior para aeronaves clase A y B. - 1500 ft or above for aircraft class A and B.
5. MOVIMIENTOS EN SUPERFICIE RESTRINGIDOS 5. RESTRICTED SURFACE MOVEMENTS INFORMACIÓN DE DEMORAS DE APROXIMACIÓN DELAY INFORMATION ON APPROACH
- 1700 ft o superior para aeronaves clase C y D - 1700 ft or above for aircraft class C and D
5.1 Normalmente solamente se autorizará el rodaje de una aeronave a la vez 5.1 Usually, the movement of only one aircraft at same time will be authori- El ATC no expedirá información de EAT (hora prevista de aproximación) a las ae- ATC will not provide EAT (estimated arrival time) information to aircraft hol-
en el área de Movimiento. Los vehículos utilizarán estrictamente las vías zed in the manoeuvring area. Vehicles will only use the service roads in y al menos una altura de 1000 ft AGL, hasta establecerse
ronaves en espera, si el tiempo de espera previsto no excede de 20 minutos. en el ding on approach, and
rumbo de at as
as long least
the a height
holding ofdoes
time 1000notftexceed
AGL, 20
until being in th
minutes.
de servicio existentes en plataforma, autorizadas por los LVP; se prohibirá apron cleared for LVP; crossing taxiways will be forbidden except to the aproximación final de la pista en uso. of the runway in use.
el cruce de las calles de rodaje a excepción de los vehículos "SIGAME" o
de emergencia, previa autorización de ATC. Se evitará la presencia de
vehículos en el Área de Maniobras.
AD TRAFFIC CIRCUIT.
"FOLLOW ME" or emergency vehicles, previous ATC clearance. The pre-
sence of vehicles in manoeuvring area will be avoid. APROXIMACIONES VISUALES VISUAL APPROACH
En caso de aproximaciones
CIRCUITO DE TRÁNSITO visuales,
DElas
ADaeronaves mantendrán una altitud de: In the case of visual
ADapproach,
TRAFFIC aircraft will maintain an altitude of:
CIRCUIT
6 DESCRIPCIÓN DE LOS LVP 6. LVP DESCRIPTION - 1500 ft o superior para aeronaves clase A y B. - 1500 ft or above for aircraft class A and B.
RWY 06L/06R
- 1700 ft o superior para aeronaves clase C y D
RWY 06L/06R
- 1700 ft or above for aircraft class C and D
6.1 Despegues con visibilidad reducida: 6.1 Take- off with low visibility:
Circuito de tránsito de AD a la derecha (Sur) / izquierda (Norte).
y al menos una altura de 1000 ft AGL, hasta establecerse en el rumbo de
AD traffic circuit to the right (South) / left (North).
and at least a height of 1000 ft AGL, until being in the final approach heading
a) Se restringirá el movimiento de aeronaves, a una a la vez, en los casos a) The movement of only one aircraft at the same time will be cleared when
en que el RVR/visibilidad sea inferior o igual a 500 m y no esté por de- the RVR/visibility is 500 m o bellow, and don´t be bellow 350 m, in this ca- RWY 24R/24L
aproximación final de la pista en uso. RWY 24R/24L
of the runway in use.
bajo de 350 m, en cuyo caso se cancelarán los despegues. se every take-off will be cancelled. Circuito de tránsito de AD a la izquierda (Sur) / derecha (Norte). AD traffic circuit to the left (South) / right (North).
b) Los pilotos procederán a verificar en todo momento la situación de la b) Pilots will proceed to verify at every moment the aircraft position checking
aeronave, comprobando que el rodaje se ejecuta en condiciones de that taxiing is being executed under total safety conditions. In case of CIRCUITO DE TRÁNSITO DE AD AD TRAFFIC CIRCUIT
completa seguridad. En caso de desorientación o duda detendrán la ae- being disoriented or in doubt, pilots will stop the aircraft and immediately RWY 06L/06R RWY 06L/06R
ronave, e informarán a la TWR inmediatamente. will notify TWR.
Circuito de tránsito de AD a la derecha (Sur) / izquierda (Norte). AD traffic circuit to the right (South) / left (North).
7 OTRA INFORMACIÓN 7. OTHER INFORMATION RWY 24R/24L RWY 24R/24L
12

7.1 Fallo de comunicaciones: 7.1 Communications failure: Circuito de tránsito de AD a la izquierda (Sur) / derecha (Norte). AD traffic circuit to the left (South) / right (North).
a) Si se trata de una aeronave de salida, continuará con la ruta asignada a) Departing aircraft: it will continue by the assigned route to its clearance li-
hasta el límite del permiso, extremando las precauciones para evitar mit, taking extreme caution to avoid detours. Aircraft must remain at this

R
24
desvíos de la misma . Una vez allí mantendrá posición hasta la llegada point and wait for the arrival of a "FOLLOW ME" vehicle in order to be gui-
de un vehículo "SIGAME", que la conducirá a la posición de estaciona- ded to the assigned stand or holding position.
miento o apartadero de espera que se le asigne.

L
24
b) Si se trata de un vehículo, permanecerá en su posición y esperará la b) Vehicle: it will hold its position and wait for the arrival of a "FOLLOW ME"
llegada de un vehículo "SIGAME" que lo conducirá hasta el lugar que se vehicle in order to be guided to the assigned place.

R
24
determine.

L
24
CIRCUITO DE TRÁNSITO DE AD AD TRAFFIC CIRCUIT.
30

06
L
ALTITUD MÍNIMA REACTORES 2000 ft

06
R
06
12

JET MINIMUM ALTITUDE 2000 ft

L

ALTITUD MÍNIMA REACTORES 2000 ft

06
R
JET MINIMUM ALTITUDE 2000 ft
30

J. Vila Carbó 23. INFORMACIÓN SUPLEMENTARIA

23. INFORMACIÓN SUPLEMENTARIA
ADDITIONAL INFORMATION
ADDITIONAL INFORMATION
100
ffi
fi