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1.5.1.1. The holding, approach, departure and circling procedures in use are based on ICAO Doc 8168 - Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS), Volume II.
Note
: Some instrument flight procedures (IFP) in use are still based on the United states standard for terminal instrument procedure (TERPS) 8260-3B and their transformation to PANS-OPS is ongoing Pilots must check inscription on procedure plates to determine if they have been designed based on TERPS or PANS-OPS.
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1.5.1.2 Holding procedures
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In accordance with ICAO Doc 8168, the holding patterns shall be entered and flown at or below the following indicated airspeeds (IAS); the levels specified represent either ALT or corresponding FL depending upon the altimeter setting in use:
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Levels(1)
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Normal conditions |
Turbulence conditions |
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Helicopters up to (6000ft)
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100Kt |
- |
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Up to FL 140 inclusive
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230kt (note 2)170Kt (note 3) |
280kt 170Kt (note 3) |
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Above FL140 to FL200 inclusive Above FL200 to FL340 inclusive
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240kt (note 4)265kt (note 4) |
280kt OR 0.8 Mach, Which ever is less |
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Above FL 340
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0.83 Mach |
0.83 Mach |
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The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting in use.
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When the holding procedure is followed by the initial segment of an instrument approach procedure promulgated at a speed higher than (230 kt), the holding should also be promulgated at this higher speed wherever possible.
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For holdings limited to Cat A and B aircraft only and Cat H above 1 830 m (6 000 ft).
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Wherever possible, (280 kt) should be used for holding procedures associated with airway route structures.
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1.5.1.3. The outbound leg timing shall be one minute at and below 14 000 FT* or one and half minutes above 14 000 FT* , unless otherwise depicted on the appropriate chart.
Note
: The altitudes marked with * in 1.5.1.2 and 1.5.1.3 above are for consistency with ICAO Doc 8168 and should not be construed as authorizing holding in the transition layer.In JEDDAH FIR, level flight between ALT 13 000 FT and FL150 is prohibited.
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Within Saudi Arabia the following standard minima shall apply:
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Where instrument approach procedures are published, the minima will be stated on the procedure charts.
Where no instrument approach procedures are published, the minima are to be VMC (see ENR 1.2).
The landing minima applicable to air carrier operators are in accordance with the individual airline operating specification manuals as co-ordinated with and/or approved by the GACA Aviation Standards Sector.
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1.5.1.4.2 Take-off minima
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Where there is a need to see and avoid an obstacle, the published departure procedures will either specify ceiling/ visibility values and identify the obstacle or specify a rate of climb and make standard take-off minima applicable as an option.
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Standard take off minima are specified by the number of engines on the aircraft and are stated as visibility only, as follows:
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single and twin engine aircraft - 1 600 M
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three or more engine aircraft - 800 M
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The lowest published landing minima (at departure aerodrome) apply for take off if take off alternate is not filed.
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Lower than standard take off minima are permissible only when operations specifications have been approved by GACA Aviation Standards Sector.
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1.5.1.5 Identification of approach procedures
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1.5.1.5.1 Identification of approach procedure is based on followingprinciples:
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The type of aid specified in the procedure identification will be the main radio navigation aid (last radio navigation aid (VOR) or approach system (ILS, LOC)) that is providing the lateral guidance during the final approach.
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In particular, if two radio navigation aids are used for lateral guidance on final approach, the identification indicates only the last radio navigation aid used.
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1.5.1.5.2 Additional aids
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If other radio navigation aids are required for the approach procedure, they are shown on the plan view of the chart but not in the identification.
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1.5.1.5.3 Multiple procedures
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The same approach chart can show several approach procedures. When the procedures for the segments of intermediate approach, final approach and missed approach are identical, the identification then includes the names of all the types of radio navigation aids used for lateral guidance during final approach, separated by the word “or”. (e.g., ILS or LOC RWY 35 L).
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The identification of RNP approach procedure is RNP RWYnn. The approach procedure is based on GNSS sensor. (See note below)
Note: Existing RNAV(GNSS) RWYnn approach procedures will be renamed as RNP RWYnn.
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1.5.1.5.5 Approaches with compulsory circling
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The identification refers to the last radio navigation aid providing the final approach guidance, followed only with one letter, beginning by a (e.g.,: VOR a).
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1.5.1.5.6 Identification of double procedures
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An index letter beginning (in the reverse order of the alphabet) by the letter “z” is used if it is not possible to differentiate two or several procedures corresponding to the same runway through a single type of radio navigation aid ( ex: VOR z RWY 26, VOR y RWY 26) and especially for the following cases:
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Two or several radio navigation aids of the same type are used to support various approaches on the same runway;
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Two or several missed approaches are associated with a common approach;
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Various procedures using the same type of radio navigation aid are provided for different aircraft categories (except if the procedures are only different on their minima and even if they are published on different charts);
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The (intermediate + final + missed) approach segments are identical but are published on several charts associated with different initial
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1.5.2.1. IFR flights entering, and landing within, a TMA will be cleared to a specified holding point and instructed to contact approach control at a specified time, level or position. The terms of this clearance shall be adhered to until further instructions have been received. The holding procedure shall be carried out at the last level authorized. An expected approach time (EAT) is given only if the delay will be in excess of 15 minutes.
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1.5.2.2. Principal holding patterns are depicted on area charts but, to avoid charting congestion, holding patterns associated with specific instrument approach procedures are only shown on the appropriate procedure chart.
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1.5.2.3. Due to the limitations on ATC separation from holding patterns, it is of the utmost importance that the approaches to the patterns and the holding procedures are carried out as exactly as possible. Pilots are required to inform ATC if, for any reason, the holding and/or approach cannot be performed as prescribed.
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1.5.2.4. Operators using RNAV (GNSS) procedures shall have ABAS with RAIM and RAIM prediction capability.
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1.5.3.1. IFR flights departing from controlled aerodromes will receive initial ATC clearance from the local aerodrome control tower. The clearance limit will normally be the aerodrome of destination. IFR flights departing from uncontrolled aerodromes shall obtain ATC clearance from the appropriate ACC before entering controlled airspace (normally Jeddah ACC).
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1.5.3.2. Detailed instructions will be issued with regard to routes, turns, etc. after take off unless SID Procedures are in force, in which case the appropriate SID will be specified.
All aircraft operating into/out of Saudi Arabia airports are kindly required to report to ATC any exposure to laser beam/light giving location of the source, preferably coordinates. For uncontrolled airports inform fire rescue station on the proper frequency.
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1.5.4 Other relevant information and procedure
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1.5.5 Procedures for aerodromes
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1.5.5.1. Procedures for aerodromes are shown on charts contained in the AD 2.24 Subsection of each aerodrome.
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1.5.5.2. Aerodrome sections are listed alphabetically by city name and include all the procedures and charts for that aerodrome.
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Where applicable, specific procedures are included in the relevant section listed in ENR 1.6.
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