Ginnotation“PANS-OPS”, “PANS-OPS 3” or “PANS-OPS 4”. PANS-OPS — indicates that theState has speci-fied thatthe approach procedure complies with ICAO Document 8168, Volume II,First or Second Edition. PANS-OPS 3—further indicates thatholding speeds to be used are those specified in ICAO Doc-ument8168, Volume II, Third Edition.
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Basic ICAO Procedures for Air Navigation Services - Operations (PANS-OPS) - International Course 15310001 DESCRIPTION This is a 5-week basic course in designing instrument approach procedures using the standards contained in the International Civil Aviation Organization (ICAO) Procedures for Air Navigation Services - Operations (PANS-OPS), Vol. II, ICAO Doc. Other ICAO documents containing PANS and relevant Standards and Recommended Practices (SARPS) are referenced during the course. The course covers: general criteria; documentation; design of non-precision approaches; design of precision approaches; design of departures (conventional); design of helicopter procedures and general requirements for charting and promulgation of instrument procedures. The training format includes lectures, presentation of examples, desk exercises, and practical laboratory exercises in designing instrument approach procedures.
OBJECTIVES Using references the participants will be able to demonstrate: • Knowledge of general ICAO criteria applicable to procedure design, including applications of aircraft speeds, altitude effects, temperature effects, establishing fix tolerances, turn rates, turn radii, wind effects and other general principles, and other performance and environmental factors affecting procedure design.
According with the noise abatement take-off and climb procedure B, as established in DOC 8168 Ops Volume 1, part V, aircraft must climb at V2 + 10 to 20 kt, until reaching: 3000 ft 500 ft 1500 ft 1000 ft Acording to the recommended noise abatement procedures contained in the ICAO, DOC 8168 Volume 1 part V, data available indicates that the procedure which results in noise relief during the part of the procedure close to the airport: is procedure A is procedure B is either procedure A or B, because there is no difference in noise distribution depends on the wind component. The former Noise Abatement Departure Procedures A and B are no longer part of the ICAO PANS-OPS Doc. Reference 5, the ICAO 'PANS-OPS' document giving guidance on aircraft operations, describes two noise abatement take-off procedures, A and B, which it states 'have been designed to minimise the overall exposure to noise on the ground and at the same time maintain the required levels of flight safety'.
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It further states that 'Procedure A results in noise relief during the latter part of the procedures whereas Procedure B provides relief during that part of the procedure close to the airport. The procedure selected for use will depend on the noise distribution required and the type of aeroplane involved'.
Procedure A involves climbing at take-off power and flap setting to 1500 ft where power is then cut back to maximum climb thrust, but maintaining take-off flap setting until 3000 ft is reached. Beyond that, the flaps are retracted as the aircraft accelerates to a higher speed to continue its climb.
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Procedure B differs in that flap retraction is initiated at a height of 1000 ft, while the engines are still at take-off thrust. The aircraft then 'pitches over' to a lower climb gradient and accelerates to a higher speed before thrust is cut back. If the flaps retract slowly, the cutback may made while the flaps are at an intermediate angle. Class B noise abatement procedures are used: Near airfield In accordance with (ICAO) DOC 8168 OPS, noise preferential routes are established to ensure that departing and arriving aeroplanes avoid overflying noise-sensitive areas in the vicinity of the aerodrome as far as practicable. ICAO PANS OPS 8168 In establishing noise preferential routes: turns during take-off and climb should not be required unless: the bank angle for turns after take-off is limited to 15° except where adequate provision is made for an acceleration phase permitting attainment of safe speeds for bank angles greater than 15°. No turns should be required coincident with a reduction of power associated with a noise abatement procedure.
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