Key Benefits:
Minister of Ecology, Sustainable Development, Transport and Housing, Minister of Defence and Veterans Affairs and Minister of the Interior, Overseas, Territorial Communities and Immigration,
In view of the International Civil Aviation Convention of 7 December 1944, the Protocols that amended it together, including the Protocol of 30 September 1977 concerning the authentic quadrilingual text of the Convention;
Having regard to Regulation (EC) No. 549/2004 of the European Parliament and of the Council of 10 March 2004 establishing the framework for the realization of the Single European Heaven, as amended by Regulation (EC) No. 1070/2009 of the European Parliament and the Council of 21 October 2009;
Having regard to Commission Regulation (EC) No. 73/2010 of 26 January 2010 defining requirements for the quality of aviation data and information for the European Single Sky;
Considering Commission Regulation (EC) No. 1035/2011 of 17 October 2011 establishing common requirements for the provision of air navigation services and amending regulations (EC) No. 482/2008 and (EU) No. 691/2010;
Considering the transport code;
Considering the Civil Aviation Code;
Vu le Decree No. 2006-1551 of 7 December 2006 amended on the rules for the use, airworthiness and registration of military aircraft and state-owned aircraft used by customs, public security and civil security services;
Having regard to the 28 August 2003 decision on the conditions of registration and procedures for the operation of aerodromes, as amended by the 14 March 2007 decision;
Having regard to the decision of 19 June 2006 on the air space policy;
Having regard to the decision of 3 June 2008 concerning the aeronautical information service, as amended by the order of 9 January 2009;
Considering the decision of 23 June 2008 on aeronautical charts;
Given the agreement of the director,
Stop:
The Appendix to this Order sets out the technical rules for the design and development of instrument flight procedures.
They are applicable to instrument flight procedures issued through aeronautical information, for aerodromes where the Minister for Civil Aviation is a single or principal affectee.
They also apply to instrument flight procedures designed and established for the benefit of civil aircraft for aerodromes that the Minister for Civil Aviation is not a primary affector, but which, with the agreement of the single or principal agent, are published through aeronautical information.
On aerodromes where the Minister for Defence is single or main affectatary and apart from the cases referred to in the preceding paragraph, the technical rules for the design and establishment of instrument flight procedures are defined by an instruction of the Director of Military Air Traffic, on the advice of the Chief Military Officer, the Chief Military Staff and the Director General of the National Gendarmerie.
The Decision of August 28, 2006 on the establishment of procedures for departure, arrival, waiting, instrument approach, associated operational minimums and the presentation of associated cards, as amended by the Order of May 26, 2008, is repealed.
The provisions of this Order are applicable in the Wallis-et-Futuna Islands, French Polynesia, New Caledonia and French Southern and Antarctic Lands.
The Director of Military Air Traffic, the Director General of Civil Aviation and the Deputy General of the Overseas are responsible, each with respect to it, for the execution of this Order, which will be published in the Official Journal of the French Republic.
A N N E X E
PART I
CONCEPTION RULES
1.1. General rules
An instrument flight procedure is a set of manoeuvres determining a trajectory for aircraft operating under instrument flight rules.
It consists of radar guiding segments or segments delimited by benchmarks defined by:
- one or more radio aids to navigation (conventional procedures);
– paths defined by their geographic coordinates (surface navigation).
Each segment of the procedure is associated with a protective area whose dimensions ensure that the aircraft remains inside this area, subject to the pilot's compliance with the rules of the cockpit art and taking into account the inaccuracy of positioning resulting from the parameters described in paragraphs 1.1.1. to 1.1.3. It is up to the air operator to provide procedures for abnormal situations and emergency conditions.
An obstacle clearance (MFO) is taken into account in each segment in relation to the obstacles within the protection area to determine either an altitude or a height or a climb slope guaranteeing the pilot, in the absence of external visual references, a safe crossing of obstacles along the path.
For the segments corresponding to the final approach and approach trajectories interrupted, it is defined an obstacle crossing limit expressed at altitude or height (OCA or OCH), determining an altitude or height from which the pilot executes the approach interrupted or completes his approach using external visual references.
1.1.1. Navigation accuracy
The following parameters are considered to determine the navigation accuracy based on a magnetic route:
- magnetic decline;
- the tolerance for the performance of the instrument equipment;
- tolerance for flight technique.
The following parameters are taken into account to determine navigation accuracy based on radio aids to navigation on the ground:
- tolerance for the performance of the ground installation;
- the tolerance for the performance of the instrument equipment;
- tolerance for flight technique.
The following parameters are taken into account to determine navigation accuracy based on the positioning of the Global Navigation Satellite System (GNSS):
– the accuracy inherent in the space segment;
- the tolerance for the performance of the instrument equipment;
- the tolerance relative to the precision of calculating the instrument equipment;
- tolerance for flight technique.
The performance considered for on-board equipment, ground or satellite installations is the minimum performance required by the regulations applicable to them.
1.1.2. Aircraft performance
When sizing protective areas, aircraft categories are defined to take into account their evolutionary speeds.
1.1.3. Weather parameters
1.1.3.1. Wind
In order to ensure the protection of the aircraft regardless of the wind conditions encountered, the protection areas are established either by taking into account the uncorrected effect of a omnidirectional wind, determined from statistical data and depending on the altitude, or from constant flat values according to the flight phase.
1.1.3.2. Temperature
In the horizontal plane, the protective areas are established by considering a temperature greater than 15° at the standard temperature at the level considered. When statistical temperature data are available, they must be used.
In the vertical plane, the minimum obstacle clearance altitudes are determined at the standard temperature, except for:
– the minimum radar safety altitudes (AMSR), and the OCA/H of the final approach segment for barometric vertical guidance approaches, for which the temperature influence is taken into account.
1.2. Design criteria
The Director of Air Transport, after agreement of the Air Space Policy, defines criteria for the design of instrument flight procedures. Their compliance presumes presumption of conformity with the design rules of this Part, subject to the additional requirements established by the territorially competent civil aviation authority in the light of the possible specificities of the instrument flight procedure and its environment.
These criteria are published in the Compendium of Criteria for the Design of Instrument Flight Procedures by the Civil Aviation Information Service (AIS) and are available at the following Internet address http://www.sia Aviation-civile.gouv.fr/under the "regulation" tab.
However, a procedure design body may use other criteria to comply with these design rules, subject to their approval by the national supervisory authority. However, the proposals should not be established by considering vertical obstacle clearances below the minimum values defined in the published book.
PART II
PROCESSING
VOL PROCEDURES FOR INSTRUMENTS
This Part defines the repository of the instrument flight procedures process as part of quality assurance.
Where an amendment concerns only part of an instrument flight procedure and subject to the agreement of the territorially competent civil aviation authority, the study work and associated controls may be adapted to the extent of the amendments and consultations conducted with the only parties involved.
2.1. Process Study Phase
2.1.1. Project organization
Is referred to as a "project-bearing body" an organization that sends an application to a procedure design body for a new instrument flight procedure or for the modification of an existing procedure. Only an air traffic service provider or an airfield operator can be "project-bearing organization".
The Air Navigation Services Directorate (NADS) is the procedures design body for metropolis aerodromes and overseas departments where it provides air traffic services.
For aerodromes where the Department of Defence is single or principal affectatary, the procedures design body is the direction of military air traffic (DIRCAM).
In other cases, the procedure study may be carried out by any procedure design body meeting the requirements of these Regulations.
2.1.2. Competence of procedure designers
The term "procedure of procedures" shall apply to any natural person who is responsible for conducting an instrument flight procedure study or for participating in the other tasks set out in these technical rules under the procedure design body.
Any process designer must have received appropriate training. Training in instrument flight procedures design includes initial training and ongoing training.
Initial training covers the following areas:
knowledge of design criteria as defined in paragraph 1.2;
– ability to design procedures in accordance with these criteria.
The procedures design organization implements a continuous training program to ensure that its process designers continue to maintain their knowledge in the areas defined above. It assesses their competence at regular intervals.
2.1.3. Data collection
The procedures design body collects and validates the aeronautical data required for the study.
This data is limited to the structure of the airspace associated with the procedure, the aerodrome/helicopter infrastructure, radio aids to air navigation and relief and obstacles. They are up to date binding obstacles. If not, conservative assumptions about the potential presence of obstacles are taken into account.
2.1.4. Audit
A procedure designer other than the one who has designed or modified the procedure ensures that the study conforms and the data used with the design rules. It attests to this verification.
2.2. Related studies
2.2.1. Security study
Any establishment of an instrument flight procedure is the subject of a safety study taking into account the minimal impact of the integration of the procedure into the air traffic system. This safety study must determine whether the procedure can be implemented with an acceptable level of security.
The project-bearing organization carries out this study or entrusts it to another organization.
When the organization conducting this study does not have a security management system approved by the national supervisory authority, it first contactes the national supervisory authority to define the modalities for the preparation of this study.
Findings relating to the integration of the procedure into the air traffic system are submitted for agreement with the NSSD, or for aerodromes of overseas or New Caledonian communities in the service or management of territorially competent civil aviation.
2.2.2. Impact study
Air Traffic on the Environment
With the exception of aerodromes for which the Minister responsible for defence is a primary or unique affectatary, the establishment of an instrument flight procedure is the subject of an environmental impact assessment that describes the evolution of sound nuisances associated with the introduction of the new procedure (in replacement or addition of existing procedures) and, where appropriate, the potentially adverse effects on the sites identified because of their importance.
This study identifies the measures envisaged to avoid or reduce harmful consequences.
The project-bearing organization carries out this study or entrusts it to another organization.
2.3. Consultations
2.3.1. User consultation
aerodrome aerodrome
For aerodromes to which it provides air traffic services, the DSNA consults the air traffic users concerned at the aerodrome or their representatives.
For other aerodromes, the territorially competent authority shall provide such consultation.
2.3.2. Consultation of forums
Environment
The project-bearing organization submits for notice the impact assessment of air traffic on the environment to the environmental advisory board (CCE) of the aerodrome concerned when it is incorporated.
2.3.3. Consultation of Affectionaries
On aerodromes for which several affectatories are designated, the study of the instrument flight procedure is subject to the agreement of the main aerodrome and for advice to other affectatories. The territorially competent civil aviation authority organizes these consultations.
2.4. Operational validation,
flight controls and inspections of procedures
2.4.1. Operational validation
Operational validation of the instrument flight procedure is systematically conducted to:
• verify the accuracy of the navigation data to be published, as well as those used in the design of the procedure. For surface navigation procedures, the coding table proposal shall be verified;
― to evaluate the ease of execution of the procedure by pilots;
– to assess the cartographic aspects, the required infrastructure, visibility and other operational factors.
It is up to the procedure design body to determine and describe the means used to carry out this operational validation by assessing, among other things, the need to use the expertise of qualified professional pilots in instrument flight. The type of procedure studied and similarities with existing procedures on the aerodrome concerned are to be considered for this choice.
An operational validation report is provided by the procedures design body. This report:
― mentions the list of conclusions of this operational validation;
― specifies the means used to conduct operational validation;
― issues an opinion on the need to conduct flight control of the pilotability of the procedure by the Flight Control Organization (VOC) of CARs in accordance with paragraph 2.4.2.
If a flight control of the pilotability of the procedure by the OCO is deemed necessary, the procedure design body shall inform the national supervisory authority as soon as possible.
2.4.2. Flight control of pilotability
the procedure by the flight control body
The National Supervisory Authority seizes the flight control body when the in-flight control of the control of the procedure was deemed necessary during the operational validation. It may also refer to it in other cases if it considers it necessary.
The purpose of the flight control is to verify that the execution of the procedure does not present an unacceptable flight difficulty.
A notice on the pilotability of the procedure is provided by the VOC to the national supervisory authority and the body responsible for the procedure study.
2.4.3. Flight inspection
2.4.3.1. Cases of surface navigation procedures
In the case of surface navigation procedures based on the GNSS positioning, an in-flight inspection with the aim of verifying the absence of permanent-type interference is carried out prior to the commissioning of the procedure:
– along the segment preceding the final approach and along the final approach and the missed approach;
― along the segments of a departure located within a radius of 10 NM around the point of track axis at the beginning end of the runway (DER) or, if this reduces the distance, to the first point from which a 150 metre MFO is acquired and can be maintained according to the published minimum slope.
In the case of vertical guidance approach procedures based on the satellite strengthening system (SBAS), an in-flight inspection with the aim of verifying the final approach segment data block (FAS Data Block) is performed prior to the commissioning of the procedure.
In the case of surface navigation procedures based on information from a distance measurement device (DME), when the study of the DME infrastructure conducted using a simulation tool concluded its necessity, a flight inspection along the trajectory is carried out prior to the commissioning of the procedure to verify the operational capacity of receiving certain DMEs.
2.4.3.2. Cases of treaty procedures
When a radial of a very high frequency omnidirectional radiophare (VOR) is used for a final approach or for a departure, an in-flight inspection of this radial is conducted within the segments to be published prior to the commissioning of the procedure to ensure continuity of the guidance.
2.4.3.3. Organizations in charge of flight inspections
Flight inspections are carried out upon request by the project-bearing organization by:
― the DSNA for aerodromes to which the Minister for Civil Aviation is the primary affector; it may appeal, if necessary, to an agency authorized by another State to carry out flight controls;
- the DSNA or an agency authorized by another State to conduct flight controls, chosen by the territorially competent civil aviation department or management for the aerodromes of overseas or New Caledonia communities;
―the specialized department of defence, for aerodromes used for civil aviation needs and whose defence department is single or principal affectatary, having carried out the procedure study. The specialized department of the Ministry of Defence may use DSNA to carry out these control flights.
A procedure flight inspection notice is provided to the procedure design body.
2.5. Approval process
2.5.1. Compliance certificate
of the procedure study
The procedure design body certifies the conformity of the aircraft to the design criteria for the flight procedures defined by the air space policy or, where different, to those approved by the national monitoring authority. In the latter case, it refers to the approval granted by the national supervisory authority.
2.5.2. Application for approval
The project-bearing body shall transmit to the competent civil aviation authority the following documents for approval of the procedure:
- the procedural study submitted in accordance with Part III of this annex;
- the conformity certificate defined in paragraph 2.5.1;
― the various studies associated with:
- the safety study;
- the impact assessment of air traffic on the environment, if applicable;
the conclusions of the consultations:
- air users of the aerodrome concerned;
- environmental consultation bodies;
other instances, if applicable;
the report of operational validation;
- the inspection or flight control reports, if applicable.
2.5.3. Approval of the instrument procedure
The territorially competent civil aviation authority approves the instrument flight procedure with respect to the elements submitted by the project-bearing body.
The issuance of approval may be subject to possible changes in airspace required by the modification of the procedure or the approval of the airfield track for the intended purpose and for the type of operations corresponding to the procedure.
2.6. Entry into force
The day on which the procedure comes into force is the day on which it is published through aeronautical information.
The instrument flight procedure shall come into force no later than twelve months after its approval.
After this period, further approval is required.
For aerodromes to which it provides air traffic services, the DSNA is responsible for the publication. In other cases, the aerodrome operator, with the agreement of the air traffic service providers concerned, is responsible for the application for publication.
2.7. Follow-up
The project agency is responsible for monitoring the flight procedure to the instruments concerned and the corresponding operational minimums.
It shall promptly take appropriate measures to address any changes in the operational environment that may result in immediate danger in the operation of the operational environment. In addition, it periodically reviews the procedure by a design body to ensure:
compliance with regulatory changes;
- the validity of the specific criteria approved by the national supervisory authority, if applicable;
― the accuracy of the minimum obstacle crossing altitudes, climb slopes and operational minimums of aerodrome published.
2.8. Archived
The documentation developed in the design of an instrument flight procedure is retained by both the project-bearing body and the procedure design body.
The archive consists of the documents and drawings mentioned in the third part of this annex and includes electronic documents when the use of computer design support systems has been preponderant. In this case, the versions of the software used to obtain them, or software for reading them, must be retained with the product documents.
The archive is retained as long as the procedure is in force.
PART III
PRESENTATION OF PROCEDURE
3.1. General case
The procedure study includes:
(a) A draft instrument card (SID, STAR, IAC), respecting the principles defined in the instruction on aeronautical charts;
(b) A plan drawing of the draft procedure, if possible on topographic map. The chosen card is the scale of which is most suitable for the segment of the procedure. The trajectories and their areas of protection are represented with indication of the main obstacles and, in particular, the determining obstacle for each segment of the procedure. If necessary, a longitudinal view of the trajectories completes this drawing. In addition, if a problem of compatibility of volumes associated with the procedure with adjacent airspaces must be resolved, the latter must appear on the drawing;
(c) A presentation note with the following elements:
c-1) Basic elements of the infrastructure:
― runway definition (length, width, orientation, coordinates and elevations of runway thresholds);
― aerodrome reference point (coordinates and altitudes);
- characteristics of the means of navigation used (coordinates and altitude);
– temperatures associated with aerodrome (reference and minimum);
- magnetic decline;
Core elements of obstacles:
― characteristics of the numerical model(s) of land used (origin, projection, horizontal and vertical precision);
― characteristics of the obstacles files used (origin, projection, horizontal and vertical precision, update date);
Basic design elements:
― software used to visualize obstacles and terrain (version number, validation reference);
- software used for trajectory design (version number, validation reference);
― software used for the design of protective areas (version number, validation reference);
c-2) Description of constraints related to:
― relief;
the environment (environment impact assessment);
- integration into the air traffic system (aerial traffic compatibility study);
- meteorology (winds associated with bad weather);
- airspace (volumes associated with other procedures on neighbouring aerodromes, regulated, dangerous or prohibited areas);
- radio aids to air navigation;
c-3) Arrival:
– rallying areas, specified paths, associated minimum altitudes, determining obstacle;
c-4) Hold on.
– a waiting circuit and intake maneuvers, associated parameters, determining obstacle, minimum waiting altitude;
c-5) Initial and intermediate approaches:
– protection areas and associated parameters, determining obstacle, minimum obstacle clearance altitude, potential speed restrictions;
(c-6) Final approach:
– determination of the final approach axis, protection area (or obstacle assessment surfaces) and associated parameters, determining obstacle, slope, calculation of the final approach OCH (OCH/f) and, where appropriate, benchmarks for the neutralization of obstacles;
c-7) Interrupted approach:
― protection area and associated parameters, determining obstacle, slope, calculation of the missed approach OCH (OCH/m); where applicable, exhibits specific reasons justifying the chosen solution or restrictive instructions (the "TP" turnpoint or altitude/turn height; maximum speed to be followed; other possible restrictive instructions);
(c-8) Manoeuvres:
– Determining obstacle, calculating associated HOCs;
(c-9) Minimum:
- a proposal of operational minimums of aerodrome in accordance with the rules of the instruction relating to the determination of operational minimums of aerodrome;
c-10) Comments:
- functions of the software used for the design of the procedure, interest of the solutions selected;
c-11) Instrument departures:
The procedure study includes:
– a draft instrument departure card (SID) that respects the principles defined in the aeronautical chart instruction;
a drawing in plan, in accordance with the provisions of paragraph (b) above;
- a representation of the terrain, in accordance with the aeronautical chart instruction, except where the data has already been sent to the aeronautical information service during a previous study;
- calculations to determine the theoretical climbing slopes and if necessary the slopes required for air traffic services (ATS slopes), the decisive obstacles.
3.2. Surface navigation procedures
In addition to the previous provisions, the study must include the following information:
― paths and information relating to the coding of the procedure;
― name, contact information in the reference geodesic system 1984 (WGS-84) and status ("to overflight" or "through") of all points of procedure;
― route-end code associated with each path point;
any information deemed necessary for the proper coding of the procedure;
– Evaluation of the DME infrastructure:
Evaluation of the DME infrastructure to ensure the performance required for the planned operations (in the case of surface navigation trajectories based on the DME/DME criteria);
― recording of signals:
terms and conditions for the registration of GNSS signals in the vicinity of the aerodrome concerned by the procedure, when the signals are recorded.
Done on March 16, 2012.
The Minister of Ecology,
Sustainable Development,
Transport and housing,
For the Minister and by delegation:
The Director of Air Transport,
P. Schwach
Minister of Defence
and veterans,
For the Minister and by delegation:
The air brigade general,
Director of Traffic
military air,
P. Adam
The Minister of the Interior,
of the Overseas, territorial authorities
and immigration,
For the Minister and by delegation:
The General Delegate to the Overseas,
V. Move
