Document ID: chunk:federal_register_of_legislation:F2022C00813:reg:300:p18
Version: federal_register_of_legislation:F2022C00813
Segment Type: reg
Provision Reference: reg 300 (pt 18/27)
Character Range: 118092–121046

turned under paragraph (d); And

(ii)          commence the missed approach climb.

8.6.5.4              The overhead approach. For the overhead approach TIFP, the following apply:

(a)         the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;

(b)         during the en route leg:

(i)            the obstacle clearance check must be conducted; and

(ii)          the inbound track must be calculated;

(c)          the outbound leg must be:

(i)            offset by a design angle of 20° from the inbound track; and

(ii)          flown for a design distance of 7 NM on descent to 1 200 ft AMSL;

           Note   Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.

(d)         the inbound turn must be conducted at 1 200 ft AMSL;

(e)         the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;

(f)            the descent point must be located such that MDA/H is reached by 2 NM before the ATP;

(g)         from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).

8.6.5.5              For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.

8.6.5.6              For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.

8.6.5.7              Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.

8.6.6                   Procedure design principles

8.6.6.1              Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.

8.6.6.2              The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.

       Note   Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.

8.6.6.3              In the final segment of the approach:

(a)         radar must be used to detect and locate obstacles; and

(b)         once radar contact is established, it must be maintained for the remainder of the approach.

8.6.6.4              Radar target validation must be completed:

(a)         before the VF during a direct approach; or

(b)         before entering the outbound leg of an