ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

 

1.5.1 GENERAL

  1. The instrument flight procedures in Taipei FIR are developed based on ICAO PANS-OPS criteria.
  2. Pilots operating under IFR shall conform to the en route, holding, approach and departure procedures for the radio navigational aid employed as prescribed in the appropriate charts.
  3. Unless radar procedures are provided by ATC, pilots operating under IFR shall follow the holding, approach and departure procedures published in the AIP.

1.5.2 ARRIVING AIRCRAFT

  1. IFR flights entering, and landing within a Terminal Control Area will be cleared to a specified clearance limit and instructed to contact Approach Control at a specified time, altitude level or position. the terms of this clearance shall be adhered to until further instructions are received from Approach Control. if the clearance limit is reached before further instructions have been received, holding procedure shall be carried out at the level last authorized.
  2. Due to the limited airspace available, it is important that entry into the holding patterns and holding procedures are carried out as exactly as possible. Pilots are required to inform ATC if for any reason the approach and/or holding cannot be performed as required.
  3. If necessary, in case of traffic congestion, inbound aircraft may also be instructed to hold at one of the designated airway reporting points.

1.5.3 MISSED APPROACH

  1. When a landing cannot be accomplished or approach becomes unstable, advise ATC and, upon reaching the Missed Approach Point (or the equivalent position of OCA for precision approach procedures) defined on the approach chart, the pilot must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC.
  2. When an early missed approach is executed, pilots should, unless otherwise cleared by ATC, execute a turning maneuver that is specified on the approach chart after Missed Approach Point (or the equivalent position of OCA for precision approach procedures.)
  3. If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. As the circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas.
  4. At locations where ATC Radar Service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure.
  5. When approach has been missed, request clearance for specific action; e.g. to alternate airport, another approach, etc.

1.5.4 AIRCRAFT APPROACH CATEGORIES

Aircraft Approach Categories
Aircraft approach category means a grouping of aircraft based on a speed of 1.3 times to stall speed(Vso) at maximum certificated landing weight. Vso and the maximum certificated landing weight are those values as established for the aircraft by the certificating authority of the country of registry. An aircraft shall fit in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of speed range for a category, the minimums for the next higher category should be used.

the categories are as follows:
Category A: speed less than 91 KT.
Category B: speed 91 KT or more but less than 121 KT.
Category C: speed 121 KT or more but less than 141 KT.
Category D: speed 141 KT or more but less than 166 KT.
Category E: speed 166 KT or more.

Note: Category E contains only certain military aircraft, and is not included on approach charts.

1.5.5 DEPARTING AIRCRAFT

  1. International flights will normally be cleared to their destination airport, while the domestic flights will normally be cleared to an en-route fix or approach fix serving the destination airport.
  2. IFR flights departing from non-controlled aerodromes will not take off without prior ATC clearance from the Air Traffic Control Unit.
  3. If an air traffic control clearance is not satisfactory to a pilot-in-command of an aircraft, he may request and, if practicable, will be issued an amended clearance.
  4. Aircraft conducting SID shall not commence turn before the departure end of runway.

1.5.6 HOLDING

  1. Holding Procedures
  1. The holding speed for aircraft entering or holding on holding patterns shall not exceed the following standards.
飛航空層
Levels 		等待空速(指示空速)
Airspeeds(IAS)
飛航空層140以下
FL140 and below 		230KT
高於飛航空層140至飛航空層200(含)
Above FL140 to FL200(inclusive) 		240KT
高於飛航空層200至飛航空層340(含)
Above FL200 to FL340(inclusive) 		265KT
高於飛航空層340
Above FL340(inclusive) 		M0.83
備註：若因亂流、積冰等因素而需較大之等待空速時，最大等待空速為280KT，或M0.8，以較低者為準，須先獲航管許可。
Remarks: If any increase in airspeed is necessary due to turbulance, icing, ect., the maximum airspeed is 280 KT or M0.8, whichever is less, and shall be used only after prior clearance from ATC.
  1. All turns are to be made at a bank angle of 25 degrees or at a rate of 3 degrees per second, whichever requires less bank.
  2. Unless the clearance given by air traffic control contains instructions to the contrary, all turns after initial entry into the holding pattern shall be made to the right.
  3. Outbound timing begins over or abeam the fix whichever occurs last. If the abeam position cannot be determined, start timing when the outbound turn is completed.
  4. The pilot shall make allowance for known winds by applying corrections both to heading and timing during entry into and while flying in the holding pattern.
  5. If for any reason a pilot is unable to conform to the procedures for normal conditions as specified for any particular holding pattern, he should advise Air Traffic Control as early as possible.
  6. Unless otherwise assigned, the outbound leg of a holding pattern shall not exceed 1 minute at or below FL140, or 1 1/2 minutes if above FL140.
  1. Entry Procedures
  1. SECTOR 1 PROCEDURE (PARALLEL ENTRY): Join pattern as indicated.
  2. SECTOR 2 PROCEDURE (OFFSET ENTRY): Join pattern as indicated.
  3. SECTOR 3 PROCEDURE (DIRECT ENTRY): Having reached the fix, turn right and follow the holding pattern.
  1. Holding Pattern Directions
飛入航跡
Inbound Track(˚MAG) 		等待方向
Holding Direction
338-022 S
023-067 SW
068-112 W
113-157 NW
158-202 N
203-247 NE
248-292 E
293-337 SE

1.5.7 ILS CRITICAL AREA PROTECTION

  1. The ILS critical areas are not protected when aircraft are outside the final approach point (FAP) / final approach fix (FAF).
  2. A controller will protect the glide path signal when:
    1. The ceiling is less than 800FT or visibility is less than 3000M, or both; and
    2. The arriving aircraft is inside the FAP/ FAF on an ILS approach.
  3. With the exception of CAT II/III operations, localizer signal protection is not applied when a preceding aircraft will pass over or through the critical area while taking off, landing, or executing a missed approach on the same or another runway.
  4. Pilots must be aware of the ILS signal interference threats as well as flight display indications and autopilot functionality during manual or fully coupled ILS approaches.

1.5.8 AUTOLAND OR PRACTICE LOW VISIBILITY APPROACHES

When pilots wish to conduct autoland or practice low visibility approach procedures, advise the controller of your intentions early enough so that they can either protect the ILS critical area or advise you that due to traffic ILS critical area protection is not possible. If ILS critical area protection is not possible, the controller will use the phrase "ILS CRITICAL AREA NOT PROTECTED." It then becomes the pilot's responsibility to continue or discontinue in the particular approach procedure.