Association of California Airports Instrument Flight Procedures September 13, 2017

Introduction Instrument navigation Departures Arrivals United States Standards for Terminal Instrument Procedures (TERPS) Approaches New Procedures FAA Instrument Flight Procedures Gateway Modification of Procedures Construction

Instrument navigation Association of California Airports Instrument navigation

Instrument Navigation Types of Navigation Ground based ILS, LOC, MLS, VOR, DME, TACAN (Military), ASR, NDB RNAV – DME/DME/IRU Space based RNAV Lateral Navigation (LNAV) Uses FMS and un-augmented GPS for navigation (no vertical information) RNAV Lateral Navigation/Vertical Navigation (LNAV/VNAV) Uses FMS and un-augmented GPS for lateral navigation and Barometric sensing for vertical navigation RNAV Localizer Performance Vertical (LPV) Uses the WAAS GPS signal for lateral and vertical navigation RNAV Localizer Performance (LP) Uses the WAAS GPS signal for lateral navigation RNAV Required Navigational Performance (RNP) Uses certified FMS with actual navigation reporting and un-augmented GPS for lateral navigation and barometric sensing for vertical navigation RNAV Ground Based Augmentation System (GBAS) Uses a locally corrected GPS signal for final approach.

Phases of Flight Source: Federal Aviation Administration Prepared by: Ricondo & Associates Inc.

Types of Procedures to Consider for Airports Departures Ground Based VOR, DME, LOC, TACAN (Military), NDB, RNAV (DME/DME/IRU) Space Based RNAV (GPS), RNAV/RNP Approaches ILS, LOC, MLS, VOR, DME, TACAN (Military), ASR, NDB RNAV (GPS) LNAV, LNAV/VNAV, LPV, LP, RNP, GBAS

TERPS Obstacle clearance surfaces for Airports Association of California Airports TERPS Obstacle clearance surfaces for Airports

Departure Obstacle Clearance Surface Based on 200’/NM Climb Gradient Obstacle clearance is 40:1 from ICA to en route altitude

TERPS Departure Surface - Initial Climb Area Current Criteria Typical path of aircraft with 35’ threshold crossing height 400’ 96.2’ Path of aircraft with minimum required climb gradient of 200’/NM Obstacle Clearance Surface 40:1. Required Crossing Height 35’ 3.15’ 303.80’ 35’ 10’ 27 1.24 NM 1’ 7,512.36’ Runway Elevation = 0’ 40’ 400’ 2 NM Notes: Not to scale. For illustration purposes only Based on FAA Order 8260.3B Prepared by Ricondo & Associates, Inc. 12,152.23’

SIAP Approach Types and Minimums Categories of Approaches Precision Approaches (PA) and Approach Procedures with Vertical (APV) – Lateral and Vertical Guidance1 ILS1 , LPV2 , GBAS/LAAS1 ,MLS1 , LNAV/VNAV3, RNP3 Non-Precision – Lateral Guidance Only LOC, RNAV, LNAV, LP, NDB, ASR, VOR, DME, TACAN Notes: 1 - Approach types consistent with FAR Part 77 precision approach category 2 - Approaches can be categorized as either FAR Part 77 precision or non precision category depending on minimums. 3 - Approaches have vertical guidance but non-precision minimums. They fall within the FAR Part 77 non-precision approach category.

SIAP Approach Types and Minimums Minima Types Straight in Aligned with runway Offset +/- 3° for ILS, MLS, LPV +/- 15° LDA with glide slope +/-15° for LNAV/VNAV +/- 30° for RNAV LNAV, VOR/DME Circling To other runway ends When obstacles exist precluding a standard descent Notes: 1 - Approach types consistent with FAR Part 77 precision approach category 2 - Approaches can be categorized as either FAR Part 77 precision or non precision category depending on minimums. 3 - Approaches have vertical guidance but non-precision minimums. They fall within the FAR Part 77 non-precision approach category.

SIAP Approach Types and Minimums Minimums Calculation Precision Approach Based on sloping final surface APV Based on combination of a flat and sloping surface for RNP Based on combination of a flat and sloping surface for LNAV/VNAV Non Precision Approach Based on highest obstacle in final +250’ for LNAV, LP, VOR, TACAN Lowest Approach Minimum by Categories CAT I Precision - 200’ HAT and ½ mile visibility or RVR of 1800 Non-Precision - 250’ HAT and ½ mile visibility or RVR of 2400 CAT II – 100’ HAT and ¼ mile visibility or RVR of 1600 CAT IIIa - 50’ HAT and RVR of 700’ Cat IIIb -0’ – 50’ HAT and RVR > 600’ Cat IIIc - 0’ HAT and 0’ RVR (Not currently Used)

SIAP – Flight Segments Feeder Initial Intermediate Final Approach Missed Approach Holding

TERPS Basics – Approach Flight Segments Obstacle Clearance Segment Obstacle Clearance Feeder 1,000 feet 2,000 feet, mountainous Initial Intermediate 500 feet Final – Precision Clear of Obstacle Clearance Surface (OCS). Slope is 34:1 for 3° glide path angle. Final – Non-Precision 250 feet, 300 feet, 350 feet Final – RNP 250 feet in DVEB and Clear of OCS. Final LNAV/VNAV Clear of OCS slope based on barometric calculation. Missed Approach Clear 40:1 Holding

Final Approach Obstacle Clearance Surface (OCS) – Plan View

Final Approach Obstacle Clearance Surface (OCS) – Profile View 2,796.72’ 2,439.58’ Y Surface 7:1 X Surface 4:1 1,470.58’ W Surface 34:1 117.85’ 75’ 0’ 50,200 Feet W Surface Start = Rwy End Elevation X Surface Start = Rwy End Elevation Rising to 75’ at 4:1 Y Surface Start = 75’ Rising to 117.85’ at 7:1 W Surface at 50,000’ = 1,470.58’ X Surface at 50,000’ = 1,470.58’ Rising to 2,439.58’ at 4:1 Y Surface at 50,000’ = 2,439.58’ Rising to 2,796.72 at 7:1

Final Approach Obstacle Clearance Surface (OCS)

TERPS Precision Final Approach Area MDA 250’ Above Highest Obstacle Intermediate Approach 500’ Above Highest Obstacle PFAF (Precision Final Approach Fix) 2,680.87’ ROC (Required Obstacle Clearance) 1210.29’ 78.3’ W Obstacle Clearance Surface 34:1 Threshold Crossing Height 50’ Descent angle 3.0° 68.3’ 1470.58’ Y Surface 7:1 X Surface 4:1 1 NM 10’ 6,076.115’ 09 1’ W Surface 34:1 1 NM Runway Elevation = 0’ X Surface 4:1 6,076.115’ 34’ Y Surface 7:1 340’ Notes: Not to scale,. For illustration purposes only Approach example based on a standard 3.0° glide path angle with 50’ Threshold Crossing Altitude (THC) and 8.26 NM final segment. Precision approaches include ILS, MLS, LPV, and GBAS Based on FAA Order 8260.69 Prepared by Ricondo & Associates, Inc. 8.26 NM 50,200’

TERPS Non-Precision Final Approach Area LOC and LP Final Approach MDA 250’ Above Highest Obstacle Intermediate Approach 500’ Above Highest Obstacle FAF (Final Approach Fix) Optimal Descent angle 3.0° 500’ Threshold Crossing Height 50’ 250’ Y Surface 7:1 1 NM 27 6,076.115’ Primary Surface 1 NM Runway Elevation = 0’ 6,076.115’ Y Surface 7:1 Notes: Not to scale. For illustration purposes only Approach example based on a standard 3.0° glide path angle with 50’ Threshold Crossing Altitude (THC) and 8.26 NM final segment. Non-Precision approaches include LP, LOC, RNAV LNAV, VOR, NDB. Surface shown represents LOC or LP final. Based on FAA Order 8260.3B Prepared by Ricondo & Associates, Inc. 8.26 NM 50,200’

TERPS Non-Precision Final Approach Area RNAV LNAV Final Approach MDA 250’ Above Highest Obstacle Intermediate Approach 500’ Above Highest Obstacle FAF (Final Approach Fix) Optimal Descent angle 3.0° 500’ Threshold Crossing Height 50’ 250’ .3 NM Secondary Surface 7:1 .6 NM 27 Primary Surface .6 NM Runway Elevation = 0’ .3 NM Secondary Surface 7:1 Notes: Not to scale. For illustration purposes only Approach example based on a standard 3.0° glide path angle with 50’ Threshold Crossing Altitude (THC) and 8.26 NM final segment. Non-Precision approaches include LP, LOC, RNAV LNAV, VOR, NDB. Surface shown represents RNAV LNAV Final Based on FAA Order 8260.58 Prepared by Ricondo & Associates, Inc. Variable Length

TERPS RNAV LNAV/VNAV and RNP Final Approach Area Based on VEB and OC DA >= 250 AGL Intermediate Approach 500’ Above Highest Obstacle PFAF (Precision Final Approach Fix) DA is 250’ Above the Highest Obstacle in DVEB 500’ Optimal Descent angle 3.0° Threshold Crossing Height 50’ OCS Based on Avg. Cold Temp and Airport Elevation Secondary Surface 7:1 1 x RNP 250’ 2 x RNP 27 Primary Surface DVEB – Calculated As a function of the Vertical Error Budget 2 x RNP Runway Elevation = 0’ Secondary Surface 7:1 1 x RNP Secondary not used for SA Procedures Notes: Not to scale Approach example based on a standard 3.0° glide path angle with 50’ Threshold Crossing Altitude (THC) APV approaches include RNP, RNP SA , and RNAV LNAV/VNAV. Surface shown represents RNP and RNP SA. Based on FAA Order 8260.58 Variable Length

FAA Instrument flight procedures Information gateway

IFP Information Gateway The IFP Information Gateway is a centralized instrument flight procedures data portal, providing a single-source for: Charts - All Published Charts, Volume, and Type. IFP Production Plan - Current IFPs under Development or Amendments with Tentative Publication Date and Status. IFP Coordination - All coordinated developed/amended procedure forms forwarded to Flight Check or Charting for publication. IFP Documents - Navigation Database Review (NDBR) — Repository and Source Documents used for Data Validation of Coded IFPs IFP Requests - All requests for new procedures, amendments, or cancellations must go through the IFP Gateway.

IFP Webpage https://www.faa.gov/air_traffic/flight_info/aeronav/procedures/application/

IFP Web Page Search

Airport Search Results

IFP Procedure Request

IFP Procedure Request

IFP Request Process

FAA IFP Questions Compliance with AC 5300-13A- Paragraph 317 - Table 3-4 Environmental documentation Weather reporting Runway Aircraft category Visibility minima

Airport Design Requirements

Procedure Production Process for New Procedure The process takes approximately 483 days for a new procedure All requests go to a Regional Airspace Planning Team (RAPT) Production schedule slot identified Time Priority Schedule Procedure development process includes Build Coordination with ATO and other groups Environmental review Flight check Rebuild Charting/Publication TBD

Modification of Procedures for construction Association of California Airports Modification of Procedures for construction

Projects Driving IFP Modification Runway Extension New Displaced Threshold Runway Reconstruction Portion of Runway Closed Runway Reconstruction Twy Used as Temp Runway Obstacles- New or Removed

Determine IFP Requirements Consider IFP currently serving the airport NAVAIDs impacted Physically Due to construction equipment Duration of construction Commercial service operator needs In many cases existing circling procedures can be used Straight in minima N/A via NOTAMs Early Coordination with FAA

Planning, Coordination and New Procedures Implementation IFP Planning Schedule – Runway Closure, Taxiway to be Used as Temporary Runway Project Definition is Completed Construction of Taxiway B Begins Opening Day of Taxiway B As Temporary Runway Opening Day of Reconstructed Runway Planning, Coordination and New Procedures Implementation Construction of Taxiway Construction of Runway YEAR 1 YEAR 2 X MONTHS X MONTHS x months • FAA Flight Procedures Office • FAA Facilities and Equipment • FAA Airports Division Estimated lead time: 2 years • Establishment of reimbursable agreement • Data transfer for initial procedure development Estimated lead time: 1 to 2 years • Construction • Installation of LOC and PAPIs • Aeronautical survey of temporary Runway • Transfer data to FAA • Update 7480 forms • Flight check • Commissioning of temp. Runway and NAVAIDS • Construction • Aeronautical survey of Reconstructed Runway • Transfer data to FAA • Update 7480 forms • Flight check • Commissioning of reconstructed Runway and NAVAIDS

Reimbursable Cost Agreements Reimbursable costs items may include Procedure development Based on lines of minima E.g. Circling, LNAV, LNVAV/VNAV, LP, LOC, ILS Flight Check Mobilization NAVAIDs check Procedures check Tech Ops Labor ROM Cost $15K per line of minima $100 per hour of FAA engineer time

Association of California Airports Thank you