2024年4月7日发(作者：)

Flight Procedures (Doc 8168)

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RESERVED.

Revision Date: 20051209

1GENERAL

1.1

This section describes operational procedures and outlines the parameters on which the criteria of ICAO Document 8168,

Volume II – Construction of Visual and Instrument Flight Procedures, are based, so as to illustrate the need for

pilots to adhere strictly to the published procedures.

1.1.1

With the exception of this introductory material, paragraphs have been extracted in whole or in part from PANS-OPS. The

PANS-OPS paragraph numbers are used beginning with Part II.

1.2PANS-OPS VERSUS PREVIOUS EDITIONS TO PANS-OPS

Instrument Departure and Approach Procedures1.2.1

1.2.1.1

There are instrument departure and approach procedures published that were developed prior to the ICAO procedures

initially established with ICAO Document 8168, Volume I, First and Second Editions. These procedures may have applied

different procedure criteria.

1.2.1.2

Procedures developed in accordance with the ICAO Procedures are indicated with a margin notation “PANS-OPS”,

“PANS-OPS 3” or “PANS-OPS 4”.

PANS-OPS

indicates that the State has specified that the approach procedure complies with ICAO Document 8168, Volume

II, First or Second Edition.

PANS-OPS 3

further indicates that holding speeds to be used are those specified in ICAO Document 8168, Volume II, Third

Edition.

NOTE:

For applying the correct holding speed, refer to the respective State RULES AND PROCEDURES page.

PANS-OPS 4

further indicates that the acceleration segment criteria have been deleted, as formerly published in ICAO

Document 8168, Volume II, First, Second and Third Editions.

NOTE:

Acceleration Segment criteria published in previous editions of Document 8168 are contained in Appendix 1.

1.2.2Obstacle Clearance Limit — OCL

1.2.2.1

A few approach charts which still show an OCL in the profile section have not been converted to the PANS-OPS standard.

The airspace protected for the IAP is smaller, and normally the speed is restricted to a maximum 150 KTAS with an

omnidirectional wind of 60 kt.

1.3STATE PAGES — RULES AND PROCEDURES

1.3.1

On RULES AND PROCEDURES pages, the conversion status of the IAPs applicable for the individual States is explained

under the subtitle “Flight Procedures”.

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Flight Procedures (Doc 8168) Part II. Departure Procedures

COPYRIGHT JEPPESEN SANDERSON, INC., 20022005. ALL RIGHTS

RESERVED.

Revision Date: 20051209

1GENERAL CRITERIA

INTRODUCTION1.1

1.1.1

The criteria in this part are designed to provide flight crews and other flight operations personnel with an appreciation,

from the operational point of view, of the parameters and criteria used in the design of instrument departure procedures

which include but are not limited to standard instrument departure routes and associated procedures.

1.1.2

These procedures assume that all engines are operating. In order to ensure acceptable clearance above obstacles during

the departure phase, instrument departure procedures may be published as specific routes to be followed or as

omnidirectional departures, together with procedure design gradients and details of significant obstacles. Omnidirectional

departures may specify sectors to be avoided.

1.2THE INSTRUMENT DEPARTURE PROCEDURE

1.2.1

The design of an instrument departure procedure is, in general, dictated by the terrain surrounding the aerodrome, but

may also be required to cater for ATC requirements in the case of standard instrument departure routes. These factors in

turn influence the type and siting of navigation aids in relation to the departure route. Airspace restrictions may also

affect the routing and siting of navigation aids.

1.2.2

At many aerodromes, a prescribed departure route is not required for ATC purposes. Nevertheless, there may be

obstacles in the vicinity of the aerodrome that will have to be considered in determining whether restrictions to

departures are to be prescribed. In such cases, departure procedures may be restricted to a given sector(s) or may be

published with a procedure design gradient in the sector containing the obstacle. Departure restrictions will be published

as described in Chapter 4.

1.2.4

Where no suitable navigation aid is available, the criteria for omnidirectional departures are applied.

1.2.5

Where obstacles cannot be cleared by the appropriate margin when the aeroplane is flown on instruments, aerodrome

operating minima are established to permit visual flight clear of obstacles.

1.2.6

Wherever possible a straight departure will be specified which is aligned with the runway centerline.

1.2.7

When a departure route requires a turn of more than 15˚ to avoid an obstacle, a turning departure is constructed. Flight

speeds for turning departure are specified in Table II-2-1 (see 2.3.3). Wherever other limiting speeds than those

specified in Table II-2-1 are promulgated, they must be complied with to remain within the appropriate areas. If an

aeroplane operation requires a higher speed, then an alternative departure procedure must be requested.

1.2.8Establishment of a Departure Procedure

1.2.8.1

A departure procedure will be established for each runway where instrument departures are expected to be used and will

define a departure procedure for the various categories of aircraft based on all-engines PDG (procedure design gradient)

of 3.3 per cent or an increased PDG if required to achieve minimum obstacle clearance.

NOTE:

Development of contingency procedures is the responsibility of the operator.

1.2.8.2

The procedures will assume that pilots will not compensate for wind effects when being radar vectored; and will

compensate for known or estimated wind effects when flying departure routes which are expressed as tracks to be made

good.

1.3OBSTACLE CLEARANCE

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