about pans-ops
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I believe most nations except those that use US TERPS which would include USA, The US Common Wealth and US territories and probably a few small nations that are "piggybacking" on the US system.
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North America uses TERPS and pretty well everybody else uses PANS OPS. Canada (and I think Mexico) piggy back along with these essentially American rules because that's just what we do with just about everything
The Americans are just wanting to keep things the same and not take a back seat to anybody else for any reason. Most are shocked to find that there are places in the world that don't use inches of mercury for altimeter settings, and have transition altitudes lower than 18000' because that would just be silly.
I admit that I was once of this mindframe as well (Canadians don't get out much either sometimes) but having seen the advantages to PANS OPS approaches, etc. I now consider myself a convert.
The Americans are just wanting to keep things the same and not take a back seat to anybody else for any reason. Most are shocked to find that there are places in the world that don't use inches of mercury for altimeter settings, and have transition altitudes lower than 18000' because that would just be silly.
I admit that I was once of this mindframe as well (Canadians don't get out much either sometimes) but having seen the advantages to PANS OPS approaches, etc. I now consider myself a convert.
Well, this is JAR OPS-1 which applies to commercial operation of aeroplanes:
http://jaa.nl/section1/jars/494174.pdf
JAR OPS-3 applies to helicopters.
They are similar in content to ICAO Annex 6
http://jaa.nl/section1/jars/494174.pdf
JAR OPS-3 applies to helicopters.
They are similar in content to ICAO Annex 6
Wingtip - As Mr Reynolds has said; there is no relationship, no connection between JAR-OPS which deal with the whole range of aircraft operations from licensing to log keeping and PANS-OPS which deals with Instrument approach procedures.
If you want a quick way of remembering, JAR is GENERAL, PANS is PRECISE. That's very rough and intended to be helpful, not to start a whole new pPrune frenzy of disagreement.
If you want a quick way of remembering, JAR is GENERAL, PANS is PRECISE. That's very rough and intended to be helpful, not to start a whole new pPrune frenzy of disagreement.
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JAR-OPS has nothing whatsoever to do with PANS-OPS. If you're in JAR-land, you abide by JAR-OPS because they are rules (aka laws). Fail to abide by them and you end up with a fine or some time in prison, or both.
The PANS series of publications, like all other "document" type publications produced by ICAO are essentially a series of recoomendations on how to comply with relevant ICAO Annexes. And, of course, compliance with Annexes is mandatory for States (or they file a difference). If you've ever heard the expression "Acceptable means of compliance", that is what all the various ICAO "document" type publications are intended to provide.
In the case of PANS-OPS, where a State decides to implement it, it notifies this in its AIP, together with any necessary modifications to suit local operating conditions. Where a State has notified acceptance of PANS-OPS, its regulator is responsible for ensuring compliance. They do this by establishing appropriate legislation to ensure that everyone else complies with it too.
So PANS-OPS itself, is not a set of rules. However, it provides a framework for Contracting States to base their own rules on it.
After all that, I think that I prefer keithl's answer!
The PANS series of publications, like all other "document" type publications produced by ICAO are essentially a series of recoomendations on how to comply with relevant ICAO Annexes. And, of course, compliance with Annexes is mandatory for States (or they file a difference). If you've ever heard the expression "Acceptable means of compliance", that is what all the various ICAO "document" type publications are intended to provide.
In the case of PANS-OPS, where a State decides to implement it, it notifies this in its AIP, together with any necessary modifications to suit local operating conditions. Where a State has notified acceptance of PANS-OPS, its regulator is responsible for ensuring compliance. They do this by establishing appropriate legislation to ensure that everyone else complies with it too.
So PANS-OPS itself, is not a set of rules. However, it provides a framework for Contracting States to base their own rules on it.
After all that, I think that I prefer keithl's answer!
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Difference between TERPS & PANS-OPS?
Two documents that describe how to design instrument approach procedures.
In short they are very similar from a pilot’s practical operating view – you fly the approach as published. There are, however some differences such as maximum distance from the airport during circling approach.
TERPS = United States Standard for Terminal Instrument Procedures published as a joint venture by the Inter Agency Chartering Committee (Defence and Civil Gov Agencies). TERPS contains some notes about items not meeting ICAO standards. Additional details can be found in AIP USA Diff section.
PANS-OPS = Procedures for Air Navigation Services has two volumes:
Vol 1 Flight Procedures (of interest to pilots)
Vol 2 Construction of Visual and Instrument Flight Procedures (for those that design procedures and detail seekers).
From a practical view you will see that the US tends to stick to the TERPS book while you can find some rather scary approaches based on PANS-OPS but with various notes about deviations.
Domestic Jeppesen manuals have details from TERPS while the international include PANS-OPS information.
I am also curious about the Greek TERPS circle?
Two documents that describe how to design instrument approach procedures.
In short they are very similar from a pilot’s practical operating view – you fly the approach as published. There are, however some differences such as maximum distance from the airport during circling approach.
TERPS = United States Standard for Terminal Instrument Procedures published as a joint venture by the Inter Agency Chartering Committee (Defence and Civil Gov Agencies). TERPS contains some notes about items not meeting ICAO standards. Additional details can be found in AIP USA Diff section.
PANS-OPS = Procedures for Air Navigation Services has two volumes:
Vol 1 Flight Procedures (of interest to pilots)
Vol 2 Construction of Visual and Instrument Flight Procedures (for those that design procedures and detail seekers).
From a practical view you will see that the US tends to stick to the TERPS book while you can find some rather scary approaches based on PANS-OPS but with various notes about deviations.
Domestic Jeppesen manuals have details from TERPS while the international include PANS-OPS information.
I am also curious about the Greek TERPS circle?
some rather scary approaches based on PANS-OPS
Major differences between PANS OPS & TERPS are circling, missed approach and procedures involving a turn....
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they'd be just as scary using TERPS
I think that the real dfference, however, is that there's very little flexibility in TERPS, especially in areas of a significant quantity of obstacles. PANS OPS gives us a lot more flexibility in designing procedures, which is an especially big help where I am.
But, yes...
but with various notes about deviations.
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Circling in Greece
This topic have been discussed here before without coming up with an answer.
Last winter my company did an investigation on circling app. in Greece.
AIP Greece (RAC-4-1-6) and SAS RM (Rules and Regulations Greece, state that Greece use 1.7 NM radius for determination of obstacle clearance limit for circling approaches, whereas new PANS OPS uses 4.2 NM radius of turnng
TERPS gives you obstacle clearance within 1.7 nm (3.14 km). PAN-OPS CAT C MIN VIS is 2400 m ! You are barely within protected area !
This has been investigated by EAG (European Aeronautical Group), who make the SAS Route Manual (same as Jeppesen, almost)
The letdown is acc. to PANS-OPS , but the circling obstacle clearance is acc. to TERPS. So once again, you only have 1.7 NM obstacle clearance , and not 4.2 NM !
If flying a circling app. in greece at PANS-OPS minima, you might not have obstacle clearance !
My company and EAG were not not able to get an explanation from the greece auth. !
Any got more information ???
Last winter my company did an investigation on circling app. in Greece.
AIP Greece (RAC-4-1-6) and SAS RM (Rules and Regulations Greece, state that Greece use 1.7 NM radius for determination of obstacle clearance limit for circling approaches, whereas new PANS OPS uses 4.2 NM radius of turnng
TERPS gives you obstacle clearance within 1.7 nm (3.14 km). PAN-OPS CAT C MIN VIS is 2400 m ! You are barely within protected area !
This has been investigated by EAG (European Aeronautical Group), who make the SAS Route Manual (same as Jeppesen, almost)
The letdown is acc. to PANS-OPS , but the circling obstacle clearance is acc. to TERPS. So once again, you only have 1.7 NM obstacle clearance , and not 4.2 NM !
If flying a circling app. in greece at PANS-OPS minima, you might not have obstacle clearance !
My company and EAG were not not able to get an explanation from the greece auth. !
Any got more information ???