It is similar, in fact is is the same, as Canada uses the FAA criteria, virtually an exact copy...all of that design criteria that you showed is TERPS...not ICAO 8168...
The approach CAT is based on speed of the final segment. In both criteria.
I also dont understand the 50' reference to approach speeds. Neither TERPS nor PANSOPS uses approach speed at 50'...where is that coming from?
You have to have a CAT speed for the maneuvers, to make sure the aircraft stays within the prescribed containment areas.
As an example, circling approaches, the TERPS circling minimum provides 300 feet of obstacle clearance within the circling approach area. The size of this area depends on the category in which the aircraft operates.
Category A 1.3 – mile radius
Category B 1.5 – mile radius
Category C 1.7 – mile radius
Category D 2.3 – mile radius
Category E 4.5 – mile radius
PANSOPS uses a different value for the minimum obstacle clearance, hence the radius values are different, with the ICAO criteria being much more conservative (larger)
The differences in calculations for the approach are simple...PANSOPS uses a level section, while TERPS does not.
The other containment areas concepts are very similar between PANSOPS and TERPS, but again, with more conservative values, PANSOPS creates much larger containment areas.
One must remember that the FAA and Boeing have lead virtually all of the criteria.
Good example is RNP...developed and created by the FAA and very usable with 8260.52....when 'adopted' by ICAO, just try to wade through 9905 with all of the technical and other errors in the document....
why did ICAO decide to change all of the terminology?
There was an ICAO version 8260.52A floating around that was an FAA attempt to harmonize with the ICAO terminology..but..they had already worked up 8260.54A, which has the ICAO terminology...
As for the CAT speed difference, ICAO has higher speeds per CAT, most likely to keep more Airbus variants in a lower CAT, and therefore increase access to airports (many airports have CAT C limits on runways/procedures)
Why ICAO decides to 'adopt' the FAA criteria by modifying it to create virtually the same results, is a matter for the politicians, not engineers.
Last edited by FlightPathOBN; 30th Dec 2012 at 17:05.