Missed Approach

Missed approach for VOR approach runway 16R.

Missed approach procedure for VOR approach runway 16R is Climb to 3 000 feet and turn right return to BTF VOR/DME for another approach or as instructed by SHE APP, consequently the altitude3 000 feet over BTF VOR/DME shall be reserved until the aircraft executing instrument approach has positively reported that it has established visual contact.

Due to the missed approaching aircraft returns to BTF VOR/DME (the original instrument approach fix) for another approach and the succeeding aircraft will be cleared for approach after the preceding aircraft has established visual contact, in this case, the first aircraft will land number one, the second aircraft will be number two, and so on. This type of approach is named consecutive approach.

Missed approach for ILS approach runway 34L

 Missed approach for ILS approach runway 34L is Climb straight ahead proceed to BTF VOR/DME climb to 2 000 feet for further approach clearance or as instructed by SHE APP. Because of this maneuver, the altitude 3 000 feet over SH NDB may be assigned to succeeding aircraft after the preceding aircraft has reported leaving 3 000 ft. heading outbound.

Note.— When missed approaching aircraft has reached BTF VOR/DME 2 000 feet, the aircraft shall be climbed to 3 000 feet or above (depend on SHE APP decision) over BTF VOR/DME then be instructed to SH NDB/LOC for another approach. A new expected approach time (EAT) shall be passed to aircraft without delay.

Due to the missed approaching aircraft does not return to SH NDB/LOC and climb to 2 000 feet until BTF VOR/DME and the succeeding aircraft will be cleared for approach after the preceding aircraft has established visual contact or has executed missed approach, in this case, the second aircraft can be number one, and the first aircraft will be number two or something, and so on. This type of approach is named non-consecutive approach.

In the type of non-consecutive approach, there can be a situation where while the preceding missed approaching aircraft on climb processing over BTF VOR/DME, the succeeding aircraft executes missed approach. If so, further approach shall be disallowed until one or of both have returned to the holding point or have cleared the airspace for missed approach.

Aircraft carrying missed approach procedure shall be cleared as the procedure specified in instrument approach chart. However, if traffic condition permit or for expediting traffic, aircraft using runway 34L,missed approaching aircraft may be cleared to climb left turn to 3 000 feet return to SH NDB/LOC.

Note.— When there is assurance that missed approaching aircraft is instructed to return to SH NDB/LOC, SHE TWR just instruct the aircraft using phraseology : [C/S] STANDBY FURTHER INSTRUCTION. It means that the aircraft continues to execute the established missed approach procedure while waiting further instruction.

Holding procedures

General

In the event of extended delays, aircraft should be advised of the anticipated delay as early as possible and, when practicable, be instructed or given the option to reduce speed en route in order to absorb delay.

When delay is expected, BTF ACC shall be responsible for clearing aircraft to the holding fix, and for including holding instructions, and expected approach time or onward clearance time, as applicable, in such clearances.

After coordination with SHE TWR, SHE APP may clear an arriving aircraft to a visual holding location to hold until further advised by SHE TWR.

Location at which the pilot can determine by visual reference to the surface, if he is familiar with, it may be used as visual holding point. Points ALPHA and BRAVO may also be designated as visual holding point by SHE APP, provided that prior-coordination has been effected with SHE TWR.

Levels at a holding fix or visual holding location shall as far as practicable be assigned in a manner that will facilitate clearing each aircraft to approach in its proper priority. Normally, the first aircraft to arrive over a holding fix or visual holding location should be at the lowest level, with following aircraft at successively higher levels.

When extended holding is anticipated, turbojet aircraft should, when practicable, be permitted to hold at higher levels in order to conserve fuel, while retaining their order in the approach sequence.

If an aircraft is unable to comply with the published or cleared holding procedure, alternative instructions shall be issued.

For the purpose of maintaining a safe and orderly flow of traffic, an aircraft may be instructed to orbit at its present or at any other position, provided the required obstacle clearance is ensured.

Holding pattern and entry

Holding Pattern

Holding patterns in use within SHE CTR are as contained in the table 5 below.

Table 5

Holding patterns in use within SHE CTR

Holding entry

 Holding entry procedures are as seen on figures 5, 6 and 7 below and figures 8 on page 79).

a)     BTF VOR/DME :

- From AMBER and BT NDB : parallel entry

- From BURSA, COMET and : direct entry

- From DORIN and TF NDB :

Figure 5. BTF VOR/DME holding entry offset entry

b)    SH NDB :

- From BT NDB : offset entry

- From TF NDB and DORIN : direct entry

- From ECTOR : parallel entry

Figure 6. SH NDB/LOC holding entry

c) BT NDB :

- From SW NDB and AMBER : direct entry

- From BTF VOR/DME : parallel entry

- From SH NDB/LOC and ECTOR : offset entry

Figure 7. BT NDB holding entry

d) TF NDB :

- From BTF VOR/DME and BURSA : parallel entry

- From COMET, CORAL and DORIN : direct entry

- From SH NDB/LOC : offset entry

Figure 8. TF NDB holding entry

Holding instruction

Holding instruction shall be issued as early as possible, normally at the time an aircraft makes the initial contact and shall not be later than 3 - 5 minutes before aircraft estimated to arrive holding fix to permit the pilot to arrange his/her flight to join holding pattern in accordance with the entry procedure without delay.

Instruction to aircraft for holding shall be issued in the following circumstances :

a) for approach sequence;

b) for separation purposes;

c) when due to weather (waiting for improvement); or

d) when due to other reason (runway is blocked, etc.)

Holding for weather improvement

Adverse weather condition on SHE aerodrome shall be relayed to allaircraft, preferably at the earlier time.

For the first aircraft to arrive holding point or enter holding pattern shall be advised using the phraseology : NO DELAY EXPECTED

Subsequent aircraft entering holding pattern, shall be advised using the phraseology : DELAY NOT DETERMINED…… (number) AIRCRAFT HOLDING FOR WEATHER IMPROVEMENT, REQUEST YOUR INTENTION

When a pilot holding above other traffic wishes to make an approach, while the lower aircrafts intend to hold for weather improvement, the aircraft desiring to hold shall be given with instruction to proceed to BT NDB or TF NDB and be given with onward clearance time (OCT).

If an attempt to execute a landing is not successful, SHE APP shall provide route instruction to the aircraft. Climb instruction shall be given as appropriate.

The possibility of missed approach shall be considered whenever aircraft making approach in adverse weather condition. The lowest holding altitude at the convenient holding point shall normally be kept vacant for such eventuality.