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distance from
fix as both segments
+
STEP 3
STEP 4
STEP 5
a
b
c
Tangent Points
Tangent Points
2.8 CHANGING SEGMENT WIDTH (RNP VALUES).
Changes in RNP values must occur at a fix. The aircraft avionics transition to the
new RNP value no later than reaching the fix marking the value change.
Therefore, the area within ± 1 RNP of the fix must be evaluated for both
segments. RNP reduction is illustrated in figure 2-8A, RNP increase is illustrated
in figure 2-8B, and RNP changes involving RF legs are illustrated in figure 2-8C.
NOTE: RNP reductions are not allowed on final after passing the PFAF or in
segments where the VEB is applied.
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Par 2.8 Page 2-9
Figure 2-8A. RNP Reduction (Straight and Turning Segment)
2 RNP
2 RNP
2 RNP
2 RNP
2 RNP
+1 RNP
2 RNP
Fix Identifying
RNP Change
Fix Identifying
RNP Change
2 RNP
2 RNP
This area evaluated for
both segments
α
1 RNP 1 RNP
8260.52 6/3/05
Page 2-10 Par 2.8
Figure 2-8B. RNP Increase (Straight and Turning Segments)
2 RNP
2 RNP
2 RNP
2 RNP
2 RNP
+1 RNP of Inbound Segment
2 RNP
Fix Identifying
RNP Change
Fix Identifying
RNP Change
2 RNP
2 RNP
α
+1 RNP +1 RNP
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Par 2.8 Page 2-11
Figure 2-8C. RNP Change Involving RF Legs
TF
TF
RF
RF
1 x RNP
of Inbound
Segment
2.9 EFFECTS OF COLD TEMPERATURE IN THE INTERMEDIATE SEGMENT.
When establishing the intermediate segment minimum altitude (glidepath
intercept altitude), compare the difference between the 500-ft intermediate ROC
value and the ROC value provided by the VEB OCS if extended to the controlling
obstacle along track distance from LTP. If the VEB ROC value exceeds 500,
apply this ROC value in lieu of 500 ft in the intermediate segment (see
figure 2-9). Applying VEB ROC will raise the intermediate segment altitude.
Where this application yields PFAF to LTP distances greater than 7.5 NM,
Flight Technologies and Procedures Division, AFS-400, approval is required.
8260.52 6/3/05
Page 2-12 Par 2.9
Figure 2-9. Application of VEB in Lieu of ROC in
Intermediate Segment
OCS
Glidepath
PFAF
based on VEB ROC
DIST TO LTP
*500 ROC OR
CLEARANCE BASED ON
AIRSPACE REQUIREMENTS
VEB ROC
*
PFAF
based on 500’ ROC
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Par 3.0 Page 3-1
CHAPTER 3. FINAL APPROACH SEGMENT (FAS)
3.0 GENERAL.
RNP approaches are 3-D procedures; the final segment provides the pilot with
final segment vertical and lateral path deviation information based on Baro VNAV
systems. Therefore, RNP procedures may not be developed for locations with
full time remote altimeter or where the final segment overlies precipitous terrain.
The glidepath qualification surface (GQS) described in Order 8260.3, Volume 3,
paragraph 2.12 must be clear in order to publish a 3-D procedure to the runway
(for procedures with an RF turn in the final segment, the GQS terminates at the
DA or FROP, whichever is closer to LTP). The final approach segment OCS is
based on limiting the vertical error performance of Baro VNAV avionic systems to
stated limits. Minimum and maximum temperature limitations are specified on
the approach chart for aircraft that do not have temperature-compensating
systems. The minimum height above touchdown (HAT) value is 250 ft.
3.1 FINAL SEGMENT RNP VALUES.
Evaluate the final segment for an RNP value of 0.3. If the resulting HAT value is
≥ 300 or no-lights visibility ≥ 1 SM, evaluate using an RNP value <0.3 but ≥ 0.10
to determine the largest RNP value that will yield the lowest possible HAT/nolights
visibility. If at least a 50 ft reduction in HAT or ¼ SM reduction in visibility
cannot be achieved, publish only the RNP 0.3 minimums. See related paragraph
1.10.
3.2 GLIDEPATH ANGLE AND TCH REQUIREMENTS.
The OPTIMUM (design standard) glidepath angle is 3°. Lower angles require
Flight Standards approval. Glidepath angles higher than 3° are authorized only
where obstacles prevent use of 3° or minimum temperature limitations restrict
approach availability when the approach is operationally needed. Table 3-1 lists
the highest allowable glidepath angle by aircraft category. If the required
glidepath angle is greater than the maximum for an aircraft category, do not
publish minimums for the category. Table 3-2 lists standard threshold crossing
height (TCH) values and recommended ranges of values appropriate for cockpitto-
　
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