Document ID: chunk:federal_register_of_legislation:F2022C00813:reg:300:p5
Version: federal_register_of_legislation:F2022C00813
Segment Type: reg
Provision Reference: reg 300 (pt 5/27)
Character Range: 82964–85934

acceleration segment.
 3. A categorised ILS may be considered as two independent procedures.
 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.

8.1.12              Australian Differences to ICAO PANS-OPS Vol II

8.1.12.1         Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)
Figure 8‑3: Circling area modified to exclude MAPT

8.1.12.2         Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.

8.1.12.3         GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.

(a)         ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.

(b)         Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.

8.1.12.4         Location of missed approach point

        8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.

        8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.