NOTICE OF PROPOSED AMENDMENT...Page 2 of 3 8 Appendix 1 to ANTR OPS 1.785 1-K-57 Text amended in...

AERONAUTICAL LICENSING DIRECTORATE

NPA 02/19 29 January 2019

NOTICE OF PROPOSED AMENDMENT

(NPA 02/19)

AMENDMENT OF

AIR NAVIGATION TECHNICAL

REGULATIONS

ANTR PART IV

(OPERATIONAL REGULATIONS)

ANTR – OPS 1

Issued as part of the process of public consultation by the CAA

Who this NPA applies to: It is anticipated that this proposal will affect the following groups in the aviation industry:

Operators of Bahraini registered aircraft, aircraft engineering facilities and CAA staff


NPA 02/19 2 29 January 2019

NOTICE OF PROPOSED AMENDMENT (NPA 02/19)

TABLE OF CONTENTS

Paragraph Subject Page No.

1. Introduction 3

2. Objective 3

3. Regulation Proposal 4

4. Affect of Changes 4

5. Presentation 4

6. How to Submit Comments on This NPA 4

7. Summary of Responses 5

8. Response Sheet 6


NPA 02/19 3 29 January 2019

1. INTRODUCTION

1.1 The Kingdom of Bahrain’s aviation safety requirements are currently contained in the

Civil Aviation Law and Air Navigation Technical Regulations. It has become CAA

policy that the Air Navigation Technical Regulations will be gradually amended to

reflect ICAO Annex SARPs and industry best practice (EASA). This NPA applies to

Air Navigation Technical Regulations ANTR Part IV (OPS 1).

1.2 The purpose of this Notice of Proposed Rule Making (NPA) is to:

(a) Continue the process of formal public consultation on proposed

amendments of the Air Navigation Technical Regulations; and

(b) Ensure the adequacy of regulations governing operations of CAA

registered in accordance with ICAO SARPS and international best

regulatory practices; and

(c) Determine the effect on the aircraft operator of the proposed regulations.

1.3 The CAA now seeks comments on this proposal from the aviation industry and the

concerned parties before proceeding further.

1.4 Abbreviations

NPA Notice of Proposed Amendment

SARPS ICAO Standards and Recommended Practices

CAA Civil Aviation Affairs of the Kingdom of Bahrain

2. OBJECTIVE

2.1 The objective of this NPA is to amend ANTR Part IV (OPS 1) to the existing

regulations for compliance with ICAO Annex 6 Part I (SARPs) and alignment with

EASA Regulations.

2.2 A number of regulatory criteria have been identified to guide the development of the

Air Navigation Technical Regulations. The criteria require that the new regulation

should:

(a) be clear, concise and unambiguous;

(b) be consistent with the Kingdom of Bahrain’s international obligations;

(c) be harmonized with ICAO SARPS and European standards, unless unique

CAA circumstances require otherwise;

(d) be outcome-based, to the greatest extent practicable;

(e) be cost effective or cost neutral; and

(f) be enforceable.


NPA 02/19 4 29 January 2019

3. REGULATORY PROPOSAL

3.1 The CAA considers that revision and modification of existing regulations along the

lines of ICAO Annex 6 Part I (SARPs), is appropriate and consistent with CAA future

objectives and regional harmonization.

3.2 The CAA considers that revision and modification of existing regulation along the

lines of the European model is appropriate and consistent with future objectives and

regional harmonization.

3.3 Amendment action is planned for 28 February 2019.

4 AFFECT OF CHANGES

4.1 The persons affected by this NPA are:

4.1.1 Operators of the Bahraini registered aircraft;

4.1.2 Engineering facilities; and

4.1.3 CAA staff.

4.2 Effect on Existing Regulation. This NPA contains all of the necessary amendments

for compliance with ICAO Annex 6 Part I (SARPs) and alignment with EASA

Regulations.

4.3 The effect of the proposed new regulations is considered to be generally cost neutral,

with greater operational flexibility and guidance.

4.4 There would be no additional change in CAA inspections and compliance with the

proposed regulations will be monitored and enforced through normal CAA

surveillance activity.

5 PRESENTATION

The complete proposed amendment to the ANTRs is issued to Bahrain operators and

published on CAA Q-Pulse System.

6 HOW TO SUBMIT COMMENTS ON THIS NPA

The Notice of Proposed Amendment process is the CAA’s method of notifying and

seeking comment from industry and the public with respect to proposed changes to

rules. All submissions are evaluated and assessed with a view to incorporating any

necessary changes to the draft regulations prior to their formal promulgation as law.

In order to simplify collation and summarizing of comments, it is requested that

responses be made on the NPA Response Sheet provided (Refer page 6) or a copy of

the sheet, with additional comments attached as necessary. Responses can be

individual or from industry working groups. Written comments quoting NPA 02/19

should be forwarded by 28 February 2019 to the CAA by post to P. O. Box 586,

Kingdom of Bahrain or e-mail to [email protected].

mailto:[email protected]


NPA 02/19 5 29 January 2019

7 SUMMARY OF RESPONSES

Subsequent to the closing date for comments, a Summary of Responses will be made

publicly available in conjunction with the issue of the Final Rules for each Part. The

CAA may contact persons in respect to submissions in order to clarify issues but is not

obliged to individually acknowledge or respond to comments or submissions.


NPA 02/19 6 29 January 2019

NPA 02/19 RESPONSE SHEET

(ANTR Part IV – OPS 1)

Please return this response sheet by 28 February 2019 by post to P. O. Box 586, Kingdom of

Bahrain, or e-mail to [email protected]. Please indicate your acceptance or otherwise of

the proposal by ticking [✓] the appropriate box below. Any additional constructive comments,

suggested amendments or alternative action will be welcome and may be provided on this

response sheet or by separate correspondence.

[ ] The proposals are acceptable without change.

[ ] The proposals are acceptable but would be improved if the following changes were

made: (Please provide explanatory comment).

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[ ] The proposals are not acceptable but would be acceptable if the following changes

were made: (Please provide explanatory comment).

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[ ] The proposals are not acceptable under any circumstances. (Please provide explanatory

Comment).

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[ ] Any other comments.

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Name……………………………………Organization:…………………………………………

Address/Contact No:………………………………………………………………………….….

…..………………………………………………………………………………………………..

Signed:…………………………………………..Date:……………………………….................

Form: ALD/ASR/F179 Rev. 0 (01/16) Page 1 of 1 ISO: ALD-OF-F179-ASR (Rev. 0 – 20-01-2016)

mailto:[email protected]

Aviation Safety Rules & Regulations

ANTR OPS 1

In compliance with ICAO Annex 6 Part I 10th Edition July 2016 and In harmony and alignment with EASA Regulations Subpart E: Amendments ANTR OPS 1 Subpart E and K Consequential Amendments: Head-Up Display (HUD) and Equivalent Visual System (EVS)

of 3

Bahrain CAA Publication Revisions Highlight Sheet

ANTR: Part IV CAP:____ TPM:

The following pages of ANTR OPS 1 Subpart E and K have been revised to comply with

ICAO Annex 6 Part I 10th

Edition July 2016 and to align with EASA Regulations Subpart

E.

ICAO Annex 6 Part I 10th

Edition July 2016: Chapter 4 Paragraph 4.2.8

ICAO Doc. 9365

Item

Paragraph number

Page Reason

Section 1

ANTR OPS 1 All instances of “An operator” in ANTR OPS 1

shall be amended to “The operator”

1 ANTR OPS 1.430 1-E-1

ANTR OPS 1.430(e) deleted as Appendix 1 to

ANTR OPS 1.430 does not classify approach

operations by Type A and Type B. Definition

retained in ANTR Part 1.

New regulation in compliance with Continuous

Descent Final Approach technique for non-

precision approaches ICAO Annex 6 Part I.

2 ANTR OPS 1.435 1-E-3 In compliance with Annex 6 Part I.



5 ANTR Ops 1.455 1-E-5 In compliance with Annex 6 Part I.

6 ANTR OPS 1.460 1-E-6 To comply with Annex 6 Part I, 6.3.5 Flight

recorder data recovery.

7 Appendix 1 to

ANTR OPS 1.430

1-E-7

Appendix 1 to ANTR OPS 1.430 does not classify

approach operations by Type A and Type B.

Definition retained in ANTR Part 1.

LVO classification retained in alignment with

EASA Regulations Subpart E.

Difference filed with ICAO as “Different in

Character.”

of 3

8 Appendix 1 to

ANTR OPS 1.785

1-K-57

Text amended in compliance with Annex 6 Part 1

Attachment H

Text deleted as CAP 33 supplements Appendix 1 to

ANTR OPS 1.785

9 Table 1-3 1-K-66

Table 1-3 deleted. New table 1-3 inserted with

Application Form ALD/OPS/F112 amended to

enable for both aeroplane and helicopter approval.

Section 2

1 General /

Presentation i

Section 2 General / Presentation amended to

include Advisory Circulars (AC).

Definition of Advisory Circular provided.

2 AC OPS 1.430 2-B-1

New regulation AC OPS 1.430 Continuous Descent

Final Approach (CDFA) to comply with ICAO

Annex Part I

3

AC OPS to

Appendix 1 to

ANTR OPS

1.430(d)

2-B-x New regulation to comply with ICAO Annex 6 Part

I and ICAO Doc. 9365

4

IEM to Appendix

1 to ANTR OPS

1.430

2-B-x Paragraph references amended

5

IEM to Appendix

1 to ANTR OPS

1.430

2-B-x Paragraph and Table references amended

6

AC OP to

Appendix 1 to

ANTR OPS

1.430(h)

2-B-x New regulation Enhanced Vision Systems (EVS)

tnnex 6 part I and ICAO Doc. 9365

of 3

7

IEM to Appendix

1 to ANTR OPS

1.430

2-B-x

Paragraph reference amended

RNAV, RNP and XLS terminology included in

compliance with Annex 6 Part I.

SECTION 1 ANTR OPS 1 Subpart E

1

S UB PA RT E – ALL WEATHER O PER ATIONS

ANTR OPS 1.430 Aerodrome Operating Minima – General

(See Appendix 1 to ANTR OPS 1.430 & IEM OPS to ANTR OPS 1.430)

(a) The operator shall establish, for each aerodrome planned to be used, aerodrome operating

minima that are not lower than the values given in Appendix 1. The method of determination

of such minima shall be acceptable to the BCAA. Such minima shall not be lower than any

that may be established for such aerodromes by the State of the Aerodrome, except when

specifically approved by that State.

Note: The above paragraph does not prohibit in-flight calculation of minima for a non-

planned alternate aerodrome if carried out in accordance with an accepted method.

(b) The BCAA may approve operational credit(s) for operations with aeroplanes equipped with

automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Such

approvals shall not affect the classification of the instrument approach procedure.

Operational credit includes:

(1) for the purposes of an approach ban (See ANTR OPS 1.405(b)), a minima below the

aerodrome operating minima;

(2) reducing or satisfying the visibility requirements; or

(3) requiring fewer ground facilities as compensated for by airborne capabilities.

Note 1: Guidance on operational credit for aircraft equipped with automatic landing

systems, a HUD or equivalent displays, EVS, SVS and CVS is contained in CAP

33.

Note 2:

(c) In establishing the aerodrome operating minima which will apply to any particular operation,

the operator shall take full account of:

(1) The type, performance and handling characteristics of the aeroplane;

(2) The composition of the flight crew, their competence and experience;

(3) The dimensions and characteristics of the runways/final approach and take -off areas

(FATOs) that may be selected for use;

(4) The adequacy and performance of the available visual and non-visual ground aids; (See

Appendix 1 to ANTR OPS 1.430 Table 6a and AMC OPS 1.430(b)(4).).

(5) The equipment available on the aeroplane for the purpose of navigation, acquisition of

visual references and/or control of the flight path, as appropriate, during the take- off,

the approach, the flare, the landing, roll -out and the missed approach;


2

(6) For the determination of obstacle clearance, the obstacles in the approach, missed

approach and the climb-out areas necessary for the execution of contingency

procedures;

(7) The obstacle clearance altitude/height for the instrument approach procedures; and

(8) The means to determine and report meteorological conditions.

(9) The flight technique to be used during the final approach.

(d) The aeroplane categories referred to in this Subpart shall be derived in accordance with the

method given in Appendix 2 to ANTR OPS 1.430(c).

(e)

(e) Category II and Category III instrument approach operations shall not be authorized unless

RVR information is provided.

(f) For instrument approach operations, aerodrome operating minima below 800 m visibility

should not be authorized unless RVR information is provided.

(g) All approaches shall be flown as stabilised approaches (SAp) unless otherwise approved by

the BCAA for a particular approach to a particular runway.

(h) All non-precision approaches shall be flown using the continuous descent final approaches

(CDFA) technique unless otherwise approved by the BCAA for a particular approach to a

particular runway. When calculating the minima in accordance with Appendix 1, the

operator shall ensure that the applicable minimum RVR is increased by 200 metres (m) for

Cat A/B aeroplanes and by 400 m for Cat C/D aeroplanes for approaches not flown using the

CDFA technique, providing that the resulting RVR/CMV value does not exceed 5000 m.

(i) Notwithstanding the requirements in (h) above, the BCAA may exempt the operator from

the requirement to increase the RVR when not applying the CDFA technique.

(j) Exemptions as described in paragraph (i) shall be limited to locations where there is a clear

public interest to maintain current operations. The exemptions shall be based on the

operator‘s experience, training programme and flight crew qualification. The exemptions

shall be reviewed at regular intervals and shall be terminated as soon as facilities are

improved to allow application of the CDFA technique.

(k) The operator shall ensure that Appendix 1 to ANTR OPS 1.430 is applied.

(l) Notwithstanding the requirements in (k) above, the BCAA may exempt the operator from

the requirement to increase the RVR above 1500 m (Cat A/B aeroplanes) or above 2400 m

(Cat C/D aeroplanes), when approving an operation to a particular runway where it is not

practicable to fly an approach using the CDFA technique or where the criteria in paragraph

(c) of Appendix 1 to ANTR OPS 1.430 cannot be met.

(m) Exemptions as described in paragraph (l) shall be limited to locations where there is a clear

public interest to maintain current operations. The exemptions shall be based on the



3

shall be reviewed at regular intervals and shall be terminated as soon as facilities are

improved to allow application of the CDFA technique.

(n) Instrument approach operations shall be classified based on the designed lowest operating

minima below which an approach operation shall only be continued with the required visual

reference as defined in ANTR Part I, Section 1, under ―instrument approach procedure‖.

(o) The operating minima for 2D instrument approach operations using instrument approach

procedures shall be determined by establishing a minimum descent altitude (MDA) or

minimum descent height (MDH), minimum visibility and, if necessary, cloud conditions.

Note: For guidance on applying a continuous descent final approach (CDFA) flight

technique on non-precision approach procedures, refer to PANS-OPS (Doc 8168),

Volume I, Part I, Section 4, Chapter 1, paragraph 1.7.

(p) The operating minima for 3D instrument approach operations using instrument approach

procedures shall be determined by establishing a decision altitude (DA) or decision height

(DH) and the minimum visibility or RVR.

ANTR OPS 1.435 Terminology

(a) Terms used in this Subpart and not defined in ANTR Part 1 have the following meaning:

(1) Circling. The visual phase of an instrument approach to bring an aircraft into position

for landing on a runway which is not suitably located for a straight –in approach.

(2) Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose

of ensuring safe operations during Lower than Standard Category I, Other than

Standard Category II, Category II and III approaches and low visibility take-offs.

(3) Low Visibility Take-Off (LVTO). A take-off where the Runway Visual Range (RVR) is

less than 400 m.

(4) Flight control system. A system which includes an automatic landing system and/or a

hybrid landing system.

(5) Fail-Passive flight control system. A flight control system is fail-passive if, in the event

of a failure, there is no significant out -of-trim condition or deviation of flight path or

attitude but the landing is not completed automatically. For a fail-passive automatic

flight control system the pilot assumes control of the aeroplane after a failure.

(6) Fail-Operational flight control system. A flight control system is fail-operational if, in

the event of a failure below alert height, the approach, flare and landing, can be

completed automatically. In the event of a failure, the automatic landing system will

operate as a fail-passive system.


4

(7) Fail-operational hybrid landing system. A system which consists of a primary fail -

passive automatic landing system and a secondary independent guidance system

enabling the pilot to complete a landing manually after failure of the primary system.

Note: A typical secondary independent guidance system consists of a monitored

head-up on but it may alternatively be situation (or deviation) information.

(8) Visual approach. An approach when either part or all of an instrument approach

procedure is not completed and the approach is exec uted with visual reference to the

terrain.

(9) Continuous Descent Final Approach (CDFA). A specific technique for flying the final-

approach segment of a non-precision instrument approach procedure as a continuous

descent, without level-off, from an altitude / height at or above the Final Approach Fix

altitude / height to a point approximately 15m (50ft) above the landing runway

threshold or the point where the flare manoeuvre should begin for the type of aeroplane

flown.

(10) Stabilised Approach (SAp). An approach which is flown in a controlled and appropriate

manner in terms of configuration, energy and control of the flight path from a pre-

determined point or altitude/height down to a point 50 feet above the threshold or the

point where the flare mano euvre is initiated if higher.

(11) Head-Up Display (HUD). A display system which presents flight information into the

pilot‗s forward external field of view and which does not significantly restrict the

external view.

(12) Head-Up Guidance Landing System (HUDLS). The total airborne system which

provides head-up guidance to the pilot during the approach and landing and/or go-

around. It includes all sensors, computers, power supplies, indications and controls. A

HUDLS is typically used for primary approach guidance to decision heights of 50 ft.

(13) Hybrid Head-Up Display Landing System (Hybrid HUDLS). A system which consists

of a primary fail-passive automatic landing system and a secondary independent

HUD/HUDLS enabling the pilot to complete a landing manually after failure of the

primary system.

Note: Typically, the secondary independent HUD/HUDLS provides guidance which

normally takes the form of command information, but it may alternatively be

situation (or deviation) information.

(14) Enhanced Vision System (EVS). An electronic means of displaying a real -time image of

the external scene through the use of imaging sensors.

(15) Converted Meteorological Visibility (CMV). A value (equivalent to an RVR) which is

derived from the reported meteorological visibility, as converted in accordance with

the requirements in this subpart.

(16) Lower than Standard Category I Operation. A Category I Instrument Approach and

Landing Operation using Category I DH, with an RVR lower than would normally be

associated with the applicable DH.


5

(17) Other than Standard Category II Operation. A Category II Instrument Approach and

Landing Operation to a runway where some or all of the elements of the ICAO Annex

14 Precision Approach Category II lighting system are not available.

(18) GNSS Landing System (GLS). An approach operation using augmented GNSS

information to provide guidance to the aircraft based on its lateral and vertical GNSS

position. (It uses geometric altitude reference for its final approach slope.)

ANTR OPS 1.440 Low visibility operations – General operating rules

(See Appendix 1 to ANTR OPS 1.440)

(a) The operator shall not conduct Category II, Other than Standard Category II or Category III

operations unless:

(1) Each aeroplane concerned is certificated for operations with decision heights below 200

ft, or no decision height, and equipped in accordance with EASA CS–AWO or an

equivalent accepted by the BCAA;

(2) A suitable system for recording approach and/or automatic landing success and failure

is established and maintained to monitor the overall safety of the operation;

(3) The operations are approved by the BCAA;

(4) The flight crew consists of at least 2 pilots; and

(5) Decision Height is determined by means of a radio altimeter.

(6) RVR information is provided

(b) The operator shall not conduct low visibility take-offs in less than 150 m RVR (Category A,

B and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless approved by the BCAA.

(c) The operator shall not conduct Lower than Standard Category I operations unless approved

by the BCAA.

ANTR OPS 1.445 Low visibility operations – Aerodrome considerations

(a) The operator shall not use an aerodrome for Category II or III instrument approach

operations unless the aerodrome is approved for such operations by the State of the

Aerodrome.

(b) The operator shall verify that Low Visibility Procedures (LVP) have been established, and

will be enforced, at those aerodromes where low visibility operations are to be conducted.

(c) The operator shall not conduct instrument approach operations in less than 800m visibility

(aerodrome operating minima) unless RVR information is provided.


6

ANTR OPS 1.450 Low visibility operations – Training and Qualifications


(a) The operator shall ensure that, prior to conducting Low Visibility Take -Off, Lower than

Standard Category I, Other than Standard Category II, Category II and III operations or

approaches utilising EVS:

(1) Each flight crew member:

(i) Completes the training and checking requirements prescribed in Appendix 1

including Flight Simulator training in operating to the limiting values of

RVR/CMV and Decision Height appropriate to the operator‗s approval; and

(ii) Is qualified in accordance with Appendix 1;

(2) The training and checking is conducted in accordance with a detailed syllabus approved

by the BCAA and included in the Operations Manual. This training is in addition to

that prescribed in Subpart N; and

(3) The flight crew qualification is specific to the operation and the aeroplane type.

ANTR OPS 1.455 Low visibility operations – Operating Procedures


(a) The operator shall establish procedures and instructions to be used for Low Visibility Take-

Off, approaches utilising EVS, Lower than Standard Category I, Other than Standard

Category II, Category II and III operations. These procedures shall be included in the

Operations Manual and contain the duties of flight crew members during taxiing, take-off,

approach, flare, landing, roll-out and missed approach as appropriate.

(b) The commander shall satisfy himself that:

(1) The status of the visual and non-visual facilities is sufficient prior to commencing a

Low Visibility Take-Off, an approach utilising EVS, Lower than Standard Category I,

Other than Standard Category II, or a Category II or III approach;

(2) Appropriate LVPs are in force according to information received from Air Traffic

Services, before commencing a Low Visibility Take–off, a Lower than Standard

Category I, an Other than Standard Category II, a Category II or III approach; and

(3) The flight crew members are properly qualified prior to commencing a Low Visibility

Take-off in an RVR of less than 150 m (Category A, B and C aeroplanes) or 200 m

(Cat D aeroplanes), an approach utilising EVS, a Lower than Standard Category I, an

Other than Standard Category II, a Category II or III approach.

ANTR OPS 1.460 Low visibility operations – Minimum equipment

(a) The operator shall include in the Operations Manual the minimum equipment that has to be

serviceable at the commencement of a Low Visibility Take–off, a Lower than Standard

Category I approach, an Other than Standard Category II approach, an approach utilising


7

EVS, a Category II or III approach in accordance with the AFM or other approved

document.

(b) The commander shall satisfy himself that the status of the aeroplane and of the relevant

airborne systems is appropriate for the specific operation to be conducted.

ANTR OPS 1.465 VFR Operating minima


(a) The operator shall ensure that:

(1) VFR flights are conducted in accordance with the Visual Flight Rules and in

accordance with the Table in Appendix 1 to ANTR OPS 1.465.

(2) Special VFR flights are not commenced when the visibility is less than 3 km and not

otherwise conducted when the visibility is less than 1·5 km.

Appendix 1 to ANTR OPS 1.430

Aerodrome Operating Minima

(See IEM to Appendix 1 to ANTR OPS 1.430)

(a) Take-off Minima

(1) General

(i) Take-off minima established by the operator shall be expressed as visibility or

RVR limits, taking into account all relevant factors for each aerodrome

planned to be used and the aeroplane characteristics. Where there is a specific

need to see and avoid obstacles on departure and/or for a forced landing,

additional conditions (e.g. ceiling) shall be specified.

(ii) The commander shall not commence take-off unless the weather conditions at the

aerodrome of departure are equal to or better than applicable minima for landing

at that aerodrome unless a suitable take-off alternate aerodrome is available.

(iii) When the reported meteorological visibility is below that required for take-off and

RVR is not reported, a take-off may only be commenced if the commander can

determine that the RVR/visibility along the take-off runway is equal to or better

than the required minimum.

(iv) When no reported meteorological visibility or RVR is available, a take-off may

only be commenced if the commander can determine that the RVR/visibility

along the take-off runway is equal to or better than the required minimum.

(2) Visual reference. The take-off minima shall be selected to ensure sufficient guidance to

control the aeroplane in the event of both a discontinued take-off in adverse

circumstances and a continued take-off after failure of the critical power unit.

(3) Required RVR/Visibility


8

(i) For multi-engined aeroplanes, whose performance is such that, in the event of a

critical power unit failure at any point during take -off, the aeroplane can either

stop or continue the take-off to a height of 1500 ft above the aerodrome while

clearing obstacles by the required margins, the take-off minima established by

the operator shall be expressed as RVR/Visibility values not lower than those

given in Table 1 below except as provided in paragraph (4) below:

Table 1 – RVR/Visibility for take-off

Take-off RVR/Visibility

Facilities RVR/Visibility (Note 3)

Nil (Day only) 500 m

Runway edge lighting and/or centreline marking 250/300 m (Notes 1 & 2)

Runway edge and centreline lighting 200/250 m (Note 1)

Runway edge and centreline lighting and

multiple RVR information

150/200 m (Notes 1 & 4)

Note 1: The higher values apply to Category D aeroplanes.

Note 2: For night operations at least runway edge and runway end lights are required.

Note 3: The reported RVR/Visibility value representative of the initial part of the take -off

run can be replaced by pilot assessment.

Note 4: The required RVR value shall be achieved for all of the relevant RVR reporting

points with the exception given in Note 3 above.

(ii) For multi-engined aeroplanes whose performance is such that they cannot comply

with the performance conditions in sub-paragraph (a)(3)(i) above in the event of

a critical power unit failure, there may be a need to re-land immediately and to

see and avoid obstacles in the take-off area. Such aeroplanes may be operated to

the following take-off minima provided they are able to comply with the

applicable obstacle clearance criteria, assuming engine failure at the height

specified. The take-off minima established by the operator shall be based upon

the height from which the one engine inoperative net take-off flight path can be

constructed. The RVR minima used may not be lower than either of the values

given in Table 1 above or Table 2 below.


9

Table 2 – Assumed engine failure height above the runway versus RVR/Visibility

Take-off RVR/Visibility – flight path

Assumed engine

failure height above

the take-off runway

RVR/Visibility (Note 2)

< 50 ft 200 m

51 – 100 ft 300 m

101 – 150 ft 400 m

151 – 200 ft 500 m

201 – 300 ft 1 000 m

> 300 ft 1 500 m (Note 1)

Note 1: 1500 m is also applicable if no positive take -off flight path can be constructed.

Note 2: The reported RVR/Visibility value representative of the initial part of the take-off

run can be replaced by pilot assessment.

(iii) When reported RVR, or meteorological visibility is not available, the commander

shall not commence take-off unless he can determine that the actual conditions

satisfy the applicable take -off minima.

(4) Exceptions to sub-paragraph (a)(3)(i) above:

(i) Subject to the approval of the BCAA, and provided the requirements in

paragraphs (A) to (E) below have been satisfied, the operator may reduce the

take-off minima to 125 m RVR (Category A, B and C aeroplanes) or 150 m

RVR (Category D aeroplanes) when:

(A) Low Visibility Procedures are in force;

(B) High intensity runway centreline lights spaced 15 m or less and high

intensity edge lights spaced 60 m or less are in operation;

(C) Flight crew members have satisfactorily completed training in a Flight

Simulator;

(D) A 90 m visual segment is available from the cockpit at the start of the take-

off run; and

(E) The required RVR value has been achieved for all of the relevant RVR

reporting points.

(ii) Subject to the approval of the BCAA, the operator of an aeroplane using either:


10

(A) an approved lateral guidance system; or

(B) an approved HUD/HUDLS for take-off may reduce the take-off minima

to an RVR less than 125 m (Category A, B and C aeroplanes) or 150 m

(Category D aeroplanes) but not lower than 75 m provided runway

protection and facilities equivalent to Category III landing operations are

available.

(b) 2D instrument approach operations

(b) Category 1, APV and Non-Precision approach

(1) A Category I approach operation is a precision instrument approach and landing

using ILS, MLS, GLS (GNSS/GBAS) or PAR with a decision height not lower than

200 ft and with an RVR not less than 550 m, unless accepted by the BCAA.

(2) A non-precision approach (NPA) operation is an instrument approach using any of

the facilities described in Table 3 (System minima), with a MDH or DH not lower

than 250 ft and an RVR/CMV of not less than 750 m, unless accepted by the BCAA.

(3) An APV operation is an instrument approach which utilises lateral and vertical

guidance, but does not meet the requirements established for precision approach and

landing operations, with a DH not lower than 250 ft and a runway visual range of not

less than 600m unless approved by the BCAA.

(4) Decision height (DH). the operator shall ensure that the decision height to be used

for an approach is not lower than:

(i) the minimum height to which the approach aid can be used without the

required visual reference; or

(ii) the OCH for the category of aeroplane; or

(iii) the published approach procedure decision height where applicable; or

(iv) 200 ft for Category I approach operations; or

(v) the system minimum in Table 3; or

(vi) the lowest decision height specified in the Aeroplane Flight Manual (AFM) or

equivalent document, if stated; whichever is higher.

(5) Minimum Descent Height. The operator shall ensure that the minimum descent height

for an 2D instrument approach operation is not lower than either:

(i) The OCH/OCL for the category of aeroplane; or

(ii) The system minimum In Table 3; or

(iii) The minimum descent height specified in the Aeroplane Flight Manual if stated;

whichever is higher.


11

(6) Visual Reference. A pilot may not continue an approach below MDA/MDH unless at

least one of the following visual references for the intended runway is distinctly visible

and identifiable to the pilot:

(i) Elements of the approach light system;

(ii) The threshold;

(iii) The threshold markings;

(iv) The threshold lights;

(v) The threshold identification lights;

(vi) The visual glide slope indicator;

(vii) The touchdown zone or touchdown zone markings;

(viii) The touchdown zone lights;

(ix) Runway edge lights; or

(x) Other visual references accepted by the BCAA.

Table 3 – System minima vs facilities


12

(c) Criteria for establishing RVR/Converted Met Visibility (Refer to Table 6)

(1) In order to qualify for the lowest allowable values of RVR/CMV detailed in Table 6

(applicable to each approach grouping) the instrument approach shall meet at least the

following facility requirements and associated conditions:

(i) Instrument approaches with designated vertical profile up to and including 4,5°

for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes,

unless other approach angles are approved by the BCAA, where the facilities are:

(A) ILS/MLS/GLS/PAR; or

(B) APV; and

where the final approach track is offset by not more than 15° for Category A and B

aeroplanes or by not more than 5° for Category C and D aeroplanes.

(ii) Instrument approaches flown using the CDFA technique with a nominal vertical

profile, up to and including 4.5° for Category A and B aeroplanes, or 3.77° for

Category C and D aeroplanes, unless other approach angles are approved by the

BCAA where the facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ,

LLZ/DME, VDF, SRA or RNAV/LNAV, with a final-approach segment of at

least 3 NM, which also fulfil the following criteria:

(A) The final approach track is offset by not more than 15° for Category A and

B aeroplanes or by not more than 5° for Category C and D aeroplanes; and

(B) The FAF or another appropriate fix where descent is initiated is available,

or distance to THR is available by FMS/RNAV or DME; and

(C) If the MAPt is determined by timing, the distance from FAF to THR is ≤

8NM.

(iii) Instrument approaches where the facilities are NDB, NDB/DME, VOR,

VOR/DME, LLZ, LLZ/DME, VDF, SRA or RNAV/LNAV, not fulfilling the

criteria in paragraph (c)1.(ii) above, or with an MDH ≥ 1 200 ft.

(2) The missed approach, after an approach has been flown using the CDFA technique, shall

be executed when reaching the decision altitude (height) or the MAPt, whichever occurs

first. The lateral part of the missed approach procedure shall be flown via the MAPt

unless otherwise stated on the approach chart.

(d) Determination of RVR/CMV/Visibility minima for Category I, APV and non-precision

approach operations

(1) The minimum RVR/CMV/Visibility shall be the highest of the values derived from Table

5 or Table 6 but not greater than the maximum values shown in Table 6 where applicable

(2) The values in Table 5 are derived from the formula below.


13

Required RVR/visibility (m) = (DH/MDH (ft) × 0.3048)/tanα – length of approach lights

(m)

Note: α is the calculation angle, being a default value of 3.00 degrees increasing in steps

(3) With the approval of the BCAA, the formula may be used with the actual approach slope

and/or the actual length of the approach lights for a particular runway.

(4) If the approach is flown with a level flight segment at or above MDA/H, 200 metres shall

be added for Cat A and B aeroplane and 400 metres for Cat C and D aeroplane to the

minimum RVR/CMV value resulting from the application of Tables 5 and 6.

Note: The added value corresponds to the time/distance required to establish the

aeroplane on the final descent.

(5) An RVR of less than 750 m as indicated in Table 5 may be used:

(i) for Category I approach operations to runways with FALS (see below), Runway

Touchdown Zone Lights (RTZL) and Runway Centreline Lights (RCLL) provided

that the DH is not more than 200 ft; or

(ii) for Category I approach operations to runways without RTZL and RCLL when

using an approved HUDLS, or equivalent approved system, or when conducting a

coupled approach or flight-director-flown approach to a DH equal to or greater

than 200 ft. The ILS shall not be promulgated as a restricted facility; or

(iii) for APV approach operations to runways with FALS, RTZL and RCLL when using

an approved HUD.

(6) The BCAA may approve RVR values lower than those given in Table 5, for HUDLS and

auto-land operations in accordance with paragraph (e) of this Appendix.

(7) The visual aids comprise standard runway day markings and approach and runway

lighting (runway edge lights, threshold lights, runway end lights and in some cases also

touch-down zone and/or runway centreline lights). The approach light configurations

acceptable are classified and listed in Table 4 below.

(8) Notwithstanding the requirements in paragraph (d)(7) above, the BCAA may approve that

RVR values relevant to a Basic Approach Lighting System (BALS) are used on runways

where the approach lights are restricted in length below 210m due to terrain or water, but

where at least one cross-bar is available.

(9) For night operations or for any operation where credit for runway and approach lights is

required, the lights shall be on and serviceable except as provided for in Table 6a.


14

Table 4a to Table 5 deleted

Replaced with Table 4 t0 Table 6a

Table 4 Approach light systems


15

Table 5 RVR/CMV (see Table 11) vs DH/MDH

See Para. (d)(5), (d)(6) & (d)(10) about RVR < 750 m

See Para. (d(5), (d)(6) & (d)(10) about RVR < 750 m


16

Table 6

Minimum and maximum applicable RVR/converted met visibility (see Table 11) for

all instrument approaches down to CAT I minima (lower and upper cut-off limits):


17

Table 6a Failed or downgraded equipment - effect on landing minima


18

Note 1: Conditions applicable to Table 6a:

(a) multiple failures of runway lights other than indicated in Table 6a are not acceptable.

(b) deficiencies of approach and runway lights are treated separately.

(c) Category II or III operations. A combination of deficiencies in runway lights and RVR

assessment equipment is not allowed.

(d) failures other than ILS affect RVR only and not DH.

Note 2: For CAT IIIB operations with no DH, an operator shall ensure that, for aeroplanes

authorised to conduct no DH operations with the lowest RVR limitations, the

following applies in addition to the content of Table 6a:

(a) RVR At least one RVR value shall be available at the aerodrome;

(b) runway lights

(i) no runway edge lights, or no centre lights, Day - RVR 200 m; night - not

allowed;

(ii) no TDZ lights - no restrictions;

(iii) no standby power to runway lights, Day - RVR 200 m; night - not allowed.

(10) Single-pilot operations. For single-pilot operations, the operator shall calculate the

minimum RVR/visibility for all approaches in accordance with ANTR OPS 1.430 and this

Appendix.

(i) An RVR of less than 800 metres as indicated in Table 5 may be used for Category

I approaches provided any of the following is used at least down to the applicable

DH:

(A) a suitable autopilot, coupled to an ILS or MLS which is not promulgated as

restricted; or

(B) an approved HUDLS (including, where appropriate, EVS), or equivalent

approved system.

(ii) Where RTZL and/or RCLL are not available, the minimum RVR/CMV shall not

be less than 600 m.

(iii) An RVR of less than 800 metres as indicated in Table 5 may be used for APV

operations to runways with FALS, RTZL and RCLL when using an approved

HUDLS, or equivalent approved system, or when conducting a coupled approach

to a DH equal to or greater than 250 ft.

(c) 3D instrument approach operations – Category 1


19

(e) Lower than Standard Category I Operations

(1) Decision height.

A Lower than Standard Category I Operation decision height shall not be lower than:

(i) the minimum decision height specified in the AFM, if stated; or

(ii) the minimum height to which the precision approach aid can be used without the


(iii) the OCH for the category of aeroplane; or

(iv) the decision height to which the flight crew is authorised to operate; or

(v) 200 ft.


(2) Type of facility.

An ILS/MLS which supports a Lower than Standard Category I operation shall be an

unrestricted facility with a straight-in course (≤ 3° offset) and the ILS shall be

certificated to:

(i) Class I/T/1 for operations to a minimum of 450m RVR; or

(ii) Class II/D/2 for operations to less than 450m RVR.

Single ILS facilities are only acceptable if Level 2 performance is provided.

(3) Required RVR/CMV.

The lowest minima to be used by the operator for Lower than Standard Category I

operations are stipulated in Table 6b below:


20

Table 6b - Lower than Standard Category I Minimum RVR/CMV v. approach

light system

(4) Visual reference. A pilot shall not continue an approach below decision height unless

visual reference containing a segment of at least three consecutive lights being the centre

line of the approach lights, or touchdown zone lights, or runway centre line lights, or

runway edge lights, or a combination of these is attained and can be maintained. This

visual reference shall include a lateral element of the ground pattern, i.e. an approach

lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting

unless the operation is conducted utilising an approved HUDLS usable to at least 150 ft.

(5) Approval.

To conduct Lower than Standard Category I operations:

(i) the approach shall be flown auto-coupled to an auto-land; or an approved HUDLS

shall be used to at least 150 ft above the threshold.

(ii) the aeroplane shall be certificated in accordance with EASA CS-AWO to conduct

Category II operations;

(iii) the auto-land system shall be approved for Category IIIA operations;

(iv) in-service proving requirements shall be completed in accordance with Appendix 1

to ANTR OPS 1.440 paragraph (h);

(v) training specified in Appendix 1 to ANTR OPS 1.450 paragraph (h) shall be

completed, this shall include training and checking in a Flight Simulator using the

appropriate ground and visual aids at the lowest applicable RVR;

(vi) the Operator shall ensure that Low Visibility procedures are established and in

operation at the intended aerodrome of landing; and

(vii) the Operator shall be approved by the BCAA.


21

(c) 3D instrument approach operations – Category II

(f) Precision approach - Category II and Other than Standard Category II operations

(1) General.

(i) A Category II operation is a precision instrument approach and landing using ILS

or MLS with:

(A) a decision height below 200 ft but not lower than 100 ft; and

(B) a runway visual range of not less than 300 m.

(ii) An Other than Standard Category II operation is a precision instrument approach

and landing using ILS or MLS which meets facility requirements as established in

paragraph (iii) below with:

(A) a decision height below 200 ft but not lower than 100 ft; (See Table 7b

below) and

(B) a runway visual range of not less than 350/400 m. (See Table 7b below)

(iii) The ILS/MLS that supports other than a Standard Category II operation shall be an

unrestricted facility with a straight in course (≤ 3° offset) and the ILS shall be

certificated to:

(A) Class I/T/1 for operations down to 450m RVR and to a DH of 200 ft or

more; or,

(B) Class II/D/2 for operations in RVRs of less than 450m or to a DH of less

than 200 ft.

Single ILS facilities are only acceptable if Level 2 performance is provided.

(2) Decision Height. The operator shall ensure that the decision height for Other than Standard

Category II and Category II operations is not lower than:

(A) the minimum decision height specified in the AFM, if stated; or

(B) the minimum height to which the precision approach aid can be used

without the required visual reference when utilizing HUDLS; or

(C) the OCH for the category of aeroplane; or

(D) the decision height to which the flight crew is authorised to operate; or

(E) 100 ft;


(3) Visual reference. A pilot may not continue an approach below either the Category II or the

Other than Standard Category II decision height determined in accordance with

subparagraph (f)(2) above unless visual reference containing a segment of at least 3


22

consecutive lights being the centreline of the approach lights, or touchdown zone lights, or

runway centre line lights, or runway edge lights, or a combination of these is attained and

can be maintained.

This visual reference shall include a lateral element of the ground pattern, i.e. an approach

lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting

unless the operation is conducted utilising an approved HUDLS to touchdown.

(4) (i) Required RVR. The lowest minima to be used by the operator for Category II

operations are (see over):

Table 7a – RVR for Cat II instrument approach operations vs DH

Category II instrument approach minima

Decision height Auto-coupled/Approved HUDLS to below DH (Note 1a)

RVR

Aeroplane Category A, B & C

RVR

Aeroplane Category D

100 ft–120 ft 300 m 300 m/350 m Note 2

121 ft–140 ft 400 m 400 m

141 ft and above 450 m 450 m

Note 1: The reference to “auto-coupled to below DH/Approved HUDLS” in this table means

continued use of the automatic flight control system or the HUDLS down to a height

which is not greater than 80% of the applicable DH. Thus airworthiness requirements

may, through minimum engagement height for the automatic flight control system,

affect the DH to be applied.

Note 2: 300 m may be used for a Category D aeroplane conducting an autoland.

(See IEM to Appendix 1 to ANTR OPS 1.430 paragraphs (f) and (g).

(ii) Required RVR. The lowest minima to be used by the operator for Other than

Standard Category II operations are:


23

Table 7b

Other than Standard Category II Minimum RVR v. approach light system

Note: The visual aids required to conduct other than Standard Category II Operations

comprise standard runway day markings and approach and runway lighting (runway

edge lights, threshold lights, runway end lights). For operations in RVR of 400m or

less, centre line lights shall be available. The approach light configurations are

classified and listed in Table 4 above.

(iii) To conduct Other than Standard Category II operations the operator shall ensure

that appropriate low visibility procedures are established and in operation at the

intended aerodrome of landing.

(g) Precision approach — Category III operations

(1) General. Category III operations are subdivided as follows:

(i) Category III A operations. A precision instrument approach and landing using ILS

or MLS with:

(A) a decision height lower than 100 ft; and

(B) a runway visual range not less than 200 m.

(ii) Category III B operations. A precision instrument approach and landing using ILS

or MLS with:

(A) a decision height lower than 100 ft, or no decision height; and

(B) a runway visual range lower than 200 m but not less than 75 m.

Note: Where the decision height (DH) and runway visual range (RVR) do not fall

within the same Category, the RVR will determine in which Category the

operation is to be considered.

(2) Decision Height. For operations in which a decision height is used, the operator shall

ensure that the decision height is not lower than:


24

(i) the minimum decision height specified in the AFM, if stated; or

(ii) the minimum height to which the precision approach aid can be used without the


(iii) the decision height to which the flight crew is authorised to operate.

(3) No decision height operations. Operations with no decision height may only be conducted

if:

(i) the operation with no decision height is authorised in the AFM; and

(ii) the approach aid and the aerodrome facilities can support operations with no

decision height; and

(iii) the operator has an approval for CAT III operations with no decision height.

Note: In the case of a CAT III runway it may be assumed that operations with no decision

height can be supported unless specifically restricted as published in the AIP or

NOTAM.

(4) Visual reference.

(i) For Category IIIA operations, and for Category IIIB operations conducted either

with fail-passive flight control systems, or with the use of an approved HUDLS, a

pilot may not continue an approach below the decision height determined in

accordance with subparagraph (g)(2) above unless a visual reference containing a

segment of at least three consecutive lights being the centreline of the approach

lights, or touchdown zone lights, or runway centreline lights, or runway edge

lights, or a combination of these is attained and can be maintained.

(ii) For Category IIIB operations conducted either with fail-operational flight control

systems or with a fail-operational hybrid landing system (comprising e.g. a

HUDLS) using a decision height a pilot may not continue an approach below the

decision height, determined in accordance with subparagraph (e)(2) above, unless a

visual reference containing at least one centreline light is attained and can be

maintained.

(5) Required RVR. The lowest minima to be used by the operator for Category III operations

are:

Table 8 – RVR for Cat III approach vs. DH and roll -out control/guidance system

(See IEM to Appendix 1 to ANTR OPS 1.430 paragraph (g)(5)

Category III minima

Approach

Category

Decision Height (ft.)

(Note 3)

Roll-out Control/

Guidance System RVR (m.)

IIIA Less than 100 ft Not required 175 m (Note 1)


25

IIIB Less than 100 ft Fail-passive 150 m (Notes 1& 2)

IIIB Less than 50 ft Fail-passive 125 m

IIIB Less than 50 ft or No

Decision Height

Fail-operational

(Note 4)

75 m

Note 1: For fail-passive operations see IEM to Appendix 1 to ANTR OPS 1.430,

paragraph (e)(5). Crew actions in case of autopilot failure at or below

decision height in fail-passive Category III operations.

Note 2: For aeroplanes certificated in accordance with EASA CS-AWO 321(b)(3) or

equivalent.

Note 3: Flight control system redundancy is determined under EASA CS-AWO by the

minimum certificated decision height.

(See IEM to Appendix 1 to ANTR OPS 1.430 (f) & (g).

Note 4: The fail-operational system referred to may consist of a fail-operational hybrid

system.

(h) Enhanced vision systems

(1) A pilot using an enhanced vision system certificated for the purpose of this paragraph and

used in accordance with the procedures and limitations of the approved flight manual,

may;

(i) continue an approach below DH or MDH to 100 feet above the threshold elevation

of the runway provided that at least one of the following visual references is

displayed and identifiable on the enhanced vision system:

(A) elements of the approach lighting; or

(B) the runway threshold, identified by at least one of the following: the

beginning of the runway landing surface, the threshold lights, the threshold

identification lights; and the touchdown zone, identified by at least one of

the following: the runway touchdown zone landing surface, the touchdown

zone lights, the touchdown zone markings or the runway lights;

(ii) reduce the calculated RVR/CMV for the approach from the value in column 1 of

Table 9 below to the value in column 2:


26

Table 9

Approach utilising EVS RVR/CMV reduction v. normal RVR/CMV

(2) Paragraph (h)(1) above may only be used for ILS, MLS, PAR, GLS and APV Operations

with a DH no lower than 200 feet or an approach flown using approved vertical flight path

guidance to a MDH or DH no lower than 250 feet.


27

(3) A pilot may not continue an approach below 100 feet above runway threshold elevation

for the intended runway, unless at least one of the visual references specified below is

distinctly visible and identifiable to the pilot without reliance on the enhanced vision

system:

(i) The lights or markings of the threshold; or

(ii) The lights or markings of the touchdown zone.

(iii) Intentionally left blank

(i) Circling

(1) Minimum descent height (MDH). The MDH for circling shall be the higher of;

(i) the published circling OCH for the aeroplane category; or

(ii) the minimum circling height derived from Table 10 below; or

(iii) the DH/MDH of the preceding instrument approach procedure.

(2) Minimum descent altitude (MDA). The MDA for circling shall be calculated by adding

the published aerodrome elevation to the MDH, as determined by (1) above.

(3) Visibility. The minimum visibility for circling shall be the higher of;

(i) the circling visibility for the aeroplane category, if published; or

(ii) the minimum visibility derived from Table 10 below; or

(iii) the RVR/CMV derived from Tables 5 and 6 for the preceding instrument

approach procedure.

(4) Notwithstanding the requirements in subparagraph (3) above, the BCAA may exempt the

operator from the requirement to increase the visibility above that derived from Table10.

(5) Exemptions as described in subparagraph (4) shall be limited to locations where there is a

clear public interest to maintain current operations. The exemptions shall be based on the


shall be reviewed at regular intervals.

Table 10 – Visibility and MDH for circling vs aeroplane category

Aeroplane Category

A B C D

MDH 400 ft 500 ft 600 ft 700 ft

Minimum meteorological visibility 1 500 m 1 600 m 2 400 m 3 600 m


28

(6) Circling with prescribed tracks is an accepted procedure within the meaning of this

paragraph. (See IEM to Appendix 1 to ANTR OPS 1.430 (i).

(k) Visual approach. The operator shall not use an RVR of less than 800 m for a visual approach.

(l) Conversion of reported meteorological visibility to RVR/CMV.

(1) The operator shall ensure that a meteorological visibility to RVR/CMV conversion is not

used for take-off, for calculating any other required RVR minimum less than 800 m, or

when reported RVR is available.

Note: If the RVR is reported as being above the maximum value assessed by the

aerodrome operator, e.g. “RVR more than 1500 metres”, it is not considered to be

a reported value for the purpose of this paragraph.

(2) When converting meteorological visibility to RVR in all other circumstances than those in

subparagraph (l)(1) above, the operator shall ensure that the following Table is used:

Table 9 – Conversion of visibility to RVR

Lighting elements in operation

RVR= Reported Met. Visibility x

Day Night

HI approach and runway lighting 1·5 2·0

Any type of lighting installation

other than above 1·0 1·5

No lighting 1·0 Not applicable


29


Low Visibility Operations – General Operating Rules

(a) General. The following procedures apply to the introduction and approval of low visibility

operations.

(b) Operational Demonstration. The purpose of the operational demonstration is to determine or

validate the use and effectiveness of the applicable aircraft flight guidance systems, including

HUDLS if appropriate, training, flight crew procedures, maintenance programme, and

manuals applicable to the Category II/III programme being approved.

(1) At least 30 approaches and landings shall be accomplished in operations using the

Category II/III systems installed in each aircraft type if the requested DH is 50 ft or

higher. If the DH is less than 50 ft, at least 100 approaches and landings will need to be

accomplished unless otherwise approved by the BCAA.

(2) If the operator has different variants of the same type of aircraft utilising the same basic

flight control and display systems, or different basic flight control and display systems

on the same type of aircraft, the operator shall show that the various variants have

satisfactory performance, but the operator need not conduct a full operational

demonstration for each variant. The BCAA may also accept a reduction of the number

of approach and landings based on credit given for the experience gained by another

operator with an AOC issued in accordance with ANTR OPS 1 using the same

aeroplane type or variant and procedures.

(3) If the number of unsuccessful approaches exceeds 5% of the total (e.g. unsatisfactory

landings, system disconnects) the evaluation programme shall be extended in steps of at

least 10 approaches and landings until the overall failure rate does not exceed 5%.

(c) Data Collection for Operational Demonstrations. Each applicant shall develop a data

collection method (e.g. a form to be used by the flight crew) to record approach and landing

performance. The resulting data and a summary of the demonstration data shall be made

available to the BCAA for evaluation.

(d) Data Analysis. Unsatisfactory approaches and/or automatic landings shall be documented and

analysed.

(e) Continuous Monitoring

(1) After obtaining the initial authorisation, the operations shall be continuously monitored

by the operator to detect any undesirable trends before they become hazardous. Flight

crew reports may be used to achieve this.

(2) The following information shall be retained for a period of 12 months:

(i) The total number of approaches, by aeroplane type, where the airborne Category

II or III equipment was utilised to make satisfactory, actual or practice,

approaches to the applicable Category II or III minima; and


30

(ii) Reports of unsatisfactory approaches and/or automatic landings, by aerodrome

and aeroplane registration, in the following categories:

(A) Airborne equipment faults;

(B) Ground facility difficulties;

(C) Missed approaches because of ATC instructions; or

(D) Other reasons.

(3) The operator shall establish a procedure to monitor the performance of the automatic

landing system or HUDLS of each aeroplane.

(f) Transitional periods

(1) Operators with no previous Category II or III experience

(i) The operator without previous Category II or III operational experience may be

approved for Category II or IIIA operations, having gained a minimum

experience of 6 months of Category I operations on the aeroplane type.

(ii) On completing 6 months of Category II or IIIA operations on the aeroplane type

the operator may be approved for Category IIIB operations. When granting such

an approval, the BCAA may impose higher minima than the lowest applicable for

an additional period. The increase in minima will normally only refer to RVR

and/or a restriction against operations with no decision height and shall be

selected such that they will not require any change of the operational procedures.

(2) Operators with previous Category II or III experience.

(i) Operators with previous Category II or III experience may obtain authorisation

for a reduced transition period by application to the BCAA.

(ii) The operator authorised for Category II or III operations using auto -coupled

approach procedures, with or without auto -land, and subsequently introducing

manually flown Category II or III operations using a HUDLS shall be considered

to be a ―New Category II/III operator‖ for the purposes of the demonstration

period provisions.

(g) Maintenance of Category II, Category III and LVTO equipment. Maintenance instructions for

the on-board guidance systems shall be established by the operator, in liaison with the

manufacturer, and included in the operator‗s aeroplane maintenance programme prescribed in

ANTR OPS 1.910 which shall be approved by the BCAA.

(h) Eligible Aerodromes and Runways

(1) Each aeroplane type/on-board equipment/runway combination shall be verified by the

successful completion of at least one approach and landing in Category II or better

conditions, prior to commencing Category III operations.


31

(2) For runways with irregular pre-threshold terrain or other foreseeable or known

deficiencies, each aeroplane type/on-board equipment/runway combination shall be

verified by operations in Category I or better conditions, prior to commencing

Category II or III operations.

(3) If the operator has different variants of the same type of aircraft utilising the same

basic flight control and display systems, or different basic flight control and display

systems on the same type of aircraft, the operator shall show that the various variants

have satisfactory performance, but the operator need not conduct a full operational

demonstration for each variant/runway combination.

(4) For the purpose of paragraph (h), an aeroplane type or variant of an aeroplane type is

deemed to be the same type/variant of aeroplane if that type/variant has the same or

similar:

(i) level of technology, including the:

(A) FGS and associated displays and controls;

(B) the FMS and level of integration with the FGS;

(C) use of HUDLS.

(ii) Operational procedures, including:

(A) alert height;

(B) manual landing/automatic landing;

(C) no decision height operations;

(D) use of HUD/HUDLS in hybrid operations. (iii) Handling characteristics,

including:

(A) manual landing from automatic or HUDLS guided approach;

(B) manual go-around from automatic approach;

(C) automatic/manual roll out.

(5) Operators using the same aeroplane type/variant and on -board equipment combination

and procedures may take credit from each other‘s experience and records in complying

with this paragraph.

(6) Operators conducting Other than Standard Category II operations shall comply with

Appendix 1 to ANTR OPS 1.440 — Low Visibility Operations — General Operating

Rules applicable to Category II operations.


32


Low Visibility Operations – Training & Qualifications

(a) General. The operator shall ensure that flight crew member training programmes for Low

Visibility Operations include structured courses of ground, Flight Simulator and/or flight

training. The operator may abbreviate the course content as prescribed by sub -paragraphs (2)

and (3) below provided the content of the abbreviated course is acceptable to the BCAA.

(1) Flight crew members with no Category II or Category III experience shall complete the

full training programme prescribed in sub -paragraphs (b), (c) and (d) below.

(2) Flight crew members with Category II or Category III experience with a similar type of

operation (auto-coupled / auto-land, HUDLS/Hybrid HUDLS or EVS) or Category II

with manual land if appropriate with another acceptable operator may undertake:

(i) Abbreviated ground-training course if operating a different type/class from that

on which the previous Category II or Category III experience was gained;

(ii) Abbreviated ground, Flight Simulator and/or flight training course if operating

the same type/class and variant of the same type or class on which the previous

Category II or Category III experience was gained. The abbreviated course is to

include at least the requirements of subparagraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as

appropriate and (d)(3)(i). With the approval of the BCAA, the operator may

reduce the number of approaches/landings required by sub-paragraph (d)(2)(i) if

the type/class or the variant of the type or class has the same or similar:

(A) Level of technology - flight control/guidance system (FGS); and

(B) Operational Procedures;

(C) Handling characteristics (See paragraph 4 below); as the previously

operated type or class, otherwise the requirement of (d)(2)(i) has to be met

in full.

(D) Use of HUDLS/Hybrid HUDLS;

(E) Use of EVS.

(3) Flight crew members with Category II or Category III experience with the operator

may undertake an abbreviated ground, Flight Simulator and/or flight training course

when changing:

(i) Aeroplane type/class is to include at least the requirements of sub-paragraphs

(d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i);

(ii) To a different variant of aeroplane within the same type or class rating that has

the same or similar:



33

(B) Operational procedures - integrity;

(C) Handling characteristics (See paragraph 4 below);


(E) Use of EVS

as the previously operated type or class, then a difference course or

familiarisation appropriate to the change of variant fulfills the abbreviated course

requirements.

(iii) To a different variant of aeroplane within the same type or class rating that has a

significantly different:


(B) Operational procedures - integrity;

(C) Handling characteristics (See paragraph 4 below);


(E) Use of EVS

then the requirements of subparagraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as

appropriate and (d)(3)(i) shall be fulfilled. With the approval of the BCAA the

operator may reduce the number of approaches/landings required by sub-

paragraph (d)(2)(i).

(4) The operator shall ensure when undertaking Category II or Category III operations

with different variant(s) of aeroplane within the same type or class rating that the

differences and/or similarities of the aeroplanes concerned justify such operations,

taking account at least the following:

(i) the level of technology, including the;

(A) FGS and associated displays and controls;

(B) Flight Management System and its integration or not with the FGS;

(C) use of HUD/HUDLS with hybrid systems and/or EVS;

(ii) operational procedures, including;

(A) fail-passive/fail-operational, alert height;

(B) manual landing/automatic landing;

(C) no decision height operations;


34

(D) use of HUD/HUDLS with hybrid systems;

(iii) handling characteristics, including;

(A) manual landing from automatic HUDLS and/or EVS guided approach;

(B) manual go-around from automatic approach;

(C) automatic/manual roll out.

(b) Ground Training. The operator shall ensure that the initial ground training course for Low

Visibility Operations covers at least:

(1) The characteristics and limitations of the ILS and/or MLS;

(2) The characteristics of the visual aids;

(3) The characteristics of fog;

(4) The operational capabilities and limitations of the particular airborne system;

(5) The effects of precipitation, ice accretion, low level wind shear and turbulence;

(6) The effect of specific aeroplane malfunctions;

(7) The use and limitations of RVR assessment systems;

(8) The principles of obstacle clearance requirements;

(9) Recognition of and action to be taken in the event of failure of ground equipment;

(10) The procedures and precautions to be followed with regard to surface movement

during operations when the RVR is 400 m or less and any additional procedures

required for take-off in conditions below 150 m (200 m for Category D aeroplanes);

(11) The significance of decision heights based upon radio altimeters and the effect of

terrain profile in the approach area on radio altimeter readings and on the automatic

approach/landing systems;

(12) The importance and significance of Alert Height if applicable and the action in the

event of any failure above and below the Alert Height;

(13) The qualification requirements for pilots to obtain and retain approval to conduct

Low Visibility Take-offs and Category II or III operations; and

(14) The importance of correct seating and eye position.

(c) Flight Simulator training and/or flight training

(1) The operator shall ensure that Flight Simulator and/or flight training for Low Visibility

Operations includes:


35

(i) Checks of satisfactory functioning of equipment, both on the ground and in

flight;

(ii) Effect on minima caused by changes in the status of ground installations;

(iii) Monitoring of:

(A) automatic flight control systems and autoland status annunciators with

emphasis on the action to be taken in the event of failures of such

systems; and

(B) HUD/HUDLS/EVS guidance status and annunciators as appropriate, to

include head down displays.

(iv) Actions to be taken in the event of failures such as engines, electrical systems,

hydraulics or flight control systems;

(v) The effect of known unserviceabilities and use of minimum equipment lists;

(vi) Operating limitations resulting from airworthiness certification;

(vii) Guidance on the visual cues required at decision height together with

information on maximum deviation allowed from glidepath or localiser; and

(viii) The importance and significance of Alert Height if applicable and the action in

the event of any failure above and below the Alert Height.

(2) The operator shall ensure that each flight crew member is trained to carry out his duties

and instructed on the coordination required with other crew members. Maximum use

should be made of Flight Simulators.

(3) Training shall be divided into phases covering normal operation with no aeroplane or

equipment failures but including all weather conditions which may be encountered and

detailed scenarios of aeroplane and equipment failure which could affect Category II or

III operations. If the aeroplane system involves the use of hybrid or other special

systems (such as head up displays or enhanced vision equipment) then flight crew

members shall practice the use of these systems in normal and abnormal modes during

the Flight Simulator phase of training.

(4) Incapacitation procedures appropriate to Low Visibility Take-offs and Category II and

III operations shall be practiced.

(5) For aeroplanes with no Flight Simulator available to represent that specific aeroplane

operators shall ensure that the flight training phase specific to the visual scenarios of

Category II operations is conducted in a specifically approved Flight Simulator. Such

training shall include a minimum of 4 approaches. The training and procedures that are

type specific shall be practiced in the aeroplane.

(6) Initial Category II and III training shall include at least the following exercises:


36

(i) Approach using the appropriate flight guidance, autopilots and control systems

installed in the aeroplane, to the appropriate decision height and to include

transition to visual flight and landing;

(ii) Approach with all engines operating using the appropriate flight guidance

systems, autopilots, HUDLS and/or EVS and control systems installed in the

aeroplane down to the appropriate decision height followed by missed

approach; all without external visual reference;

(iii) Where appropriate, approaches utilising automatic flight systems to provide

automatic flare, landing and roll-out; and

(iv) Normal operation of the applicable system both with and without acquisition

of visual cues at decision height.

(7) Subsequent phases of training shall include at least:

(i) Approaches with engine failure at various stages on the approach;

(ii) Approaches with critical equipment failures (e.g. electrical systems, autoflight

systems, ground and/or airborne ILS/MLS systems and status monitors);

(iii) Approaches where failures of autoflight equipment and/or HUD/HUDLS/EVS

at low level require either;

(A) Reversion to manual flight to control flare, landing and roll out or

missed approach; or

(B) Reversion to manual flight or a downgraded automatic mode to control

missed approaches from, at or below decision height including

those which may result in a touchdown on the runway;

(iv) Failures of the systems which will result in excessive localiser and/or

glideslope deviation, both above and below decision height, in the minimum

visual conditions authorised for the operation. In addition, a continuation to a

manual landing shall be practised if a head -up display forms a downgraded

mode of the automatic system or the head-up display forms the only flare

mode; and

(v) Failures and procedures specific to aeroplane type or variant.

(8) The training programme shall provide practice in handling faults which require a

reversion to higher minima.

(9) The training programme shall include the handling of the aeroplane when, during a fail

passive Category III approach, the fault causes the autopilot to disconnect at or below

decision height when the last reported RVR is 300 m or less.

(10) Where take-offs are conducted in RVRs of 400m and below, training shall be

established to cover systems failures and engine failure resulting in continued as well

as rejected take-offs.


37

(11) The training programme shall include, where appropriate, approaches where failures of

the HUDLS and/or EVS equipment at low level require either:

(i) reversion to head down displays to control missed approach; or

(ii) reversion to flight with no, or downgraded, HUDLS Guidance to control

missed approaches from decision height or below, including those which may

result in a touchdown on the runway.

(12) The operator shall ensure that when undertaking low visibility take-off, Lower than

Standard Category I, Other than Standard Category II, Category II and III

Operations utilising a HUD/HUDLS or hybrid HUD/HUDLS or an EVS, that the

training and checking programme includes, where appropriate, the use of the

HUD/HUDLS in normal operations during all phases of flight.

(d) Conversion Training Requirements to conduct Low Visibility Take-off, Lower than Standard

category I, Other than Standard Category II, approach utilising EVS and Category II and III

Operations. The operator shall ensure that each flight crew member completes the following

Low Visibility Procedures training if converting to a new type or variant of aeroplane in

which Low Visibility Take-off, Lower than Standard Category I, Other than Standard

category II, Approach utilising EVS with an RVR of 800 m or less and Category II and III

Operations will be conducted. The flight crew member experience requirements to undertake

an abbreviated course are prescribed in sub-paragraphs (a)(2), (a)(3) and (a)(4), above:

(1) Ground Training. The appropriate requirement prescribed in sub -paragraph (b) above,

taking into account the flight crew member‗s Category II and Category III training and

experience.

(2) Flight Simulator Training and/or Flight training.

(i) A minimum of 8 approaches and/or landings in a Flight Simulator. Eight are

also required for HUDLS with or without EVS. The requirement for eight

HUDLS approaches may be reduced to six when conducting Hybrid HUDLS

operations. (See sub-paragraph 4.(i) below).

(ii) Where no Flight Simulator is available to represent that specific aeroplane, a

minimum of 3 (five for HUDLS and/or EVS) approaches including at least 1

go-around is required on the aeroplane. For Hybrid HUDLS operations a

minimum of three approaches is required, including at least one go -around.

(iii) Appropriate additional training if any special equipment is required such as

head-up displays or enhanced vision equipment. When approach operations

utilising EVS are conducted with an RVR of less than 800 m, a minimum of

five approaches, including at least one go -around is required on the aeroplane.

(3) Flight Crew Qualification. The flight crew qualification requirements are specific to the

operator and the type of aeroplane operated.

(i) The operator shall ensure that each flight crew member completes a check

before conducting Category II or III operations.


38

(ii) The check prescribed in sub-paragraph (i) above may be replaced by

successful completion of the Flight Simulator and/or flight training prescribed

in sub - paragraph (d)(2) above.

(4) Line Flying under Supervision. The operator shall ensure that each flight crew member

undergoes the following line flying under supervision:

(i) For Category II when a manual landing or a HUDLS approach to touchdown is

required, a minimum of;

(A) three landings from autopilot disconnect;

(B) four landings with HUDLS used to touchdown;

except that only one manual landing (two using HUDLS to touchdown) is

required when the training required in subparagraph (d)(2) above has been

carried out in a flight simulator qualified for zero flight time conversion.

(ii) For Category III, a minimum of 3 autolands except that only 1 autoland is

required when the training required in sub -paragraph (d)(2) above has been

carried out in a Flight Simulator usable for zero flight time conversion. For

Category III approaches using HUDLS to touchdown a minimum of four

approaches.

(e) Type and command experience.

(1) Before commencing Category II/III operations, the following additional requirements

are applicable to commanders, or pilots to whom conduct of the flight may be

delegated, who are new to the aeroplane type:

(i) 50 hours or 20 sectors on the type, including line flying under supervision; and

(ii) 100 m shall be added to the applicable Category II RVR minima when the

operation requires a Category II manual landing or use of HUDLS to

touchdown until:

(A) a total of 100 hours or 40 sectors, including LIFUS has been achieved on

the type; or

(B) a total of 50 hours or 20 sectors, including LIFUS has been achieved on

the type where the flight crew member has been previously qualified for

Category II manual landing operations with The operator;

(C) for HUDLS operations the sector requirements in paragraphs (e) (1) and

(e) (2) (i) shall always be applicable, the hours on type/class does not

fulfil the requirement.

(2) Before commencing Category III operations, the following additional requirements are

applicable to commanders, or pilots to whom conduct of the flight may be delegated,

who are new to the aeroplane type:


39

(i) 50 hours or 20 sectors on the type, including line flying under supervision; and

(ii) 100m shall be added to the applicable Category II or Category III RVR

minima unless he has previously qualified for Category II or III operations

with the operator, until a total of 100 hours or 40 sectors, including line flying

under supervision, has been achieved on the type.

(3) The BCAA may authorise a reduction in the above command experience requirements

for flight crew members who have Category II or Category III command experience.

(f) Low Visibility Take-Off with RVR less than 150/200 m

(1) The operator shall ensure that prior to authorisation to conduct take -offs in RVRs

below 150 m (below 200 m for Category D aeroplanes) the following training is carried

out:

(i) Normal take-off in minimum authorised RVR conditions;

(ii) Take-off in minimum authorised RVR conditions with an engine failure

between V1 and V2, or as soon as safety considerations permit; and

(iii) Take-off in minimum authorised RVR conditions with an engine failure before

V1 resulting in a rejected take-off.

(2) The operator shall ensure that the training required by sub -paragraph (1) above is

carried out in a Flight Simulator. This training shall include the use of any special

procedures and equipment. Where no Flight Simulator is available to represent that

specific aeroplane, the BCAA may approve such training in an aeroplane without the

requirement for minimum RVR conditions. (See Appendix 1 to ANTR OPS1.965.)

(3) The operator shall ensure that a flight crew member has completed a check before

conducting low visibility take-offs in RVRs of less than 150 m (less than 200 m for

Category D aeroplanes) if applicable. The check may only be replaced by successful

completion of the Flight Simulator and/or fli ght training prescribed in sub-paragraph

(f)(1) on conversion to an aeroplane type.

(g) Recurrent Training and Checking – Low Visibility Operations

(1) The operator shall ensure that, in conjunction with the normal recurrent training and

operator proficiency checks, a pilot‗s knowledge and ability to perform the tasks

associated with the particular category of operation for which he is authorised is

checked. The required number of approaches within the validity period of the operator

proficiency check (as prescribed in ANTR OPS 1.965(b) is to be a minimum of three

(four when HUDLS and/or EVS is utilised to touchdown) , one of which shall be a

landing at the lowest approved RVR; in addition one (two for HUDLS and/or

operations utilising EVS) of these approaches may be substituted by an approach and

landing in the aeroplane using approved Category II or III procedures. One missed

approach shall be flown during the conduct of the operator proficiency check. If the

operator is authorised to conduct take-off with RVR less than 150/200 m, at least one

LVTO to the lowest applicable minima shall be flown during the conduct of the

operator proficiency check. (See IEM OPS 1.450(g)(i).


40

(2) For Category III operations the operator shall use a Flight Simulator.

(3) The operator shall ensure that, for Category III operations on aeroplanes with a fail

passive flight control system, including HUDLS, a missed approach is completed at

least once over the period of three consecutive operator proficiency checks as the result

of an autopilot failure at or below decision height when the last reported RVR was 300

m or less.

(4) The BCAA may authorise recurrent training and checking for Category II and LVTO

operations in an aeroplane type where no Flight Simulator to represent that specific

aeroplane or an acceptable alternate is available.

Note: Recency for LVTO and Category II/III based upon automatic approaches and/or

auto-lands is maintained by the recurrent training and checking as prescribed

in this paragraph.

(h) Additional training requirements for operators conducting Lower than Standard Category I,

approaches utilising EVS and Other than Standard Category II Operations.

(1) Operators conducting Lower than Standard Category I operations shall comply with the

requirements of Appendix 1 to ANTR OPS 1.450 - low visibility operations - training

and qualifications applicable to Category II operations to include the requirements

applicable to HUDLS (if appropriate). The operator may combine these additional

requirements where appropriate provided that the operational procedures are compatible.

During conversion training the total number of approaches required shall not be

additional to the requirements of ANTR OPS 1, Subpart N provided the training is

conducted utilising the lowest applicable RVR. During recurrent training and checking

the operator may also combine the separate requirements provided the above operational

procedure requirement is met, provided that at least one approach using Lower than

Standard Category I minima is conducted at least once every 18 months.

(2) Operators conducting Other than Standard Category II operations shall comply with the

requirements of Appendix 1 to ANTR OPS 1.450 - low visibility operations - training

and qualifications applicable to Category II operations to include the requirements

applicable to HUDLS (if appropriate). The operator may combine these additional

requirements where appropriate provided that the operational procedures are compatible.

During conversion training the total number of approaches required shall not be less

than that required to complete Category II training utilising a HUD/HUDLS. During

recurrent training and checking the operator may also combine the separate requirements

provided the above operational procedure requirement is met, provided that at least one

approach using Other than Standard Category II minima is conducted at least once

every 18 months.

(3) Operators conducting approach operations utilising EVS with RVR of 800 m or less

shall comply with the requirements of Appendix 1 to ANTR OPS 1.450 - Low Visibility

Operations - Training and Qualifications applicable to Category II operations to include

the requirements applicable to HUD (if appropriate). the operator may combine these

additional requirements where appropriate provided that the operational procedures are

compatible. During conversion training the total number of approaches required shall

not be less than that required to complete Category II training utilising a HUD. During

recurrent training and checking the operator may also combine the separate requirements


41

provided the above operational procedure requirement is met, provided that at least one

approach utilising EVS is conducted at least once every 12 months.


Low Visibility Operations – Operating procedures

(a) General. Low Visibility Operations include:

(1) Manual take-off (with or without electronic guidance systems or HUDLS/Hybrid

HUD/HUDLS);

(2) Auto-coupled approach to below DH, with manual flare, landing and roll -out;

(3) Approach flown with the use of HUDLS/Hybrid HUD/HUDLS and/or EVS;

(4) Auto-coupled approach followed by auto-flare, autolanding and manual roll-out; and

(5) Auto-coupled approach followed by auto-flare, autolanding and auto-roll-out, when the

applicable RVR is less than 400 m.

Note 1: A hybrid system may be used with any of these modes of operations.

Note 2: Other forms of guidance systems or displays may be certificated and approved.

(b) Procedures and Operating Instructions

(1) The precise nature and scope of procedures and instructions given depend upon the

airborne equipment used and the flight deck procedures followed. The operator shall

clearly define flight crew member duties during take -off, approach, flare, roll-out and

missed approach in the Operations Manual. Particular emphasis shall be placed on

flight crew responsibilities during transition from non -visual conditions to visual

conditions, and on the procedures to be used in deteriorating visibility or when failures

occur. Special attention shall be paid to the distribution of flight deck duties so as to

ensure that the workload of the pilot making the decision to land or execute a missed

approach enables him to devote himself to supervision and the decision making

process.

(2) The operator shall specify the detailed operating procedures and instructions in the

Operations Manual. The instructions shall be compatible with the limitations and

mandatory procedures contained in the Aeroplane Flight Manual and cover the

following items in particular:

(i) Checks for the satisfactory functioning of the aeroplane equipment, both before

departure and in flight;

(ii) Effect on minima caused by changes in the status of the ground installations

and airborne equipment;

(iii) Procedures for the take-off, approach, flare, landing, roll-out and missed

approach;


42

(iv) Procedures to be followed in the event of failures, warnings to include

HUD/HUDLS/EVS and other non-normal situations;

(v) The minimum visual reference required;

(vi) The importance of correct seating and eye position;

(vii) Action which may be necessary arising from a deterioration of the visual

reference;

(viii) Allocation of crew duties in the carrying out of the procedures according to

sub-paragraphs (i) to (iv) and (vi) above, to allow the commander to devote

himself/herself mainly to supervision and decision making;

(ix) The requirement for all height calls below 200 ft to be based on the radio

altimeter and for one pilot to continue to monitor the aeroplane instruments

until the landing is completed;

(x) The requirement for the Localizer Sensitive Area to be protected;

(xi) The use of information relating to wind velocity, windshear, turbulence,

runway contamination and use of multiple RVR assessments;

(xii) Procedures to be used for:

(A) Lower than Standard Category I;

(B) Other than Standard Category II;

(C) approaches utilising EVS; and

(D) practice approaches and landing on runways at which the full Category II

or Category III aerodrome procedures are not in force;

(xiii) Operating limitations resulting from airworthiness certification; and

(xiv) Information on the maximum deviation allowed from the ILS glide path and/or

Localizer.

SECTION 1 ANTR OPS 1 Subpart K

1

Appendix 1 to ANTR OPS 1.785 Automatic Landing Systems, Head-Up Display (HUD),

Equivalent Displays and Vision Systems (VS)

(See ANTR OPS 1.785)

Introduction

The material in this appendix provides guidance for certified automatic landing systems, HUD,

equivalent displays and vision systems intended for operational use in aeroplanes engaged in

international air navigation. These systems and hybrid systems may be installed and operated to reduce

workload, improve guidance, reduce flight technical error and enhance situational awareness and/or to

obtain an operational credit by establishing minima below the aerodrome operating mini ma, for

approach ban purposes, or reducing the visibility requirements or requiring fewer ground facilities as

compensated for by airborne capabilities. Automatic landing systems, HUD, equivalent displays and

vision systems may be installed separately or together as part of a hybrid system. Any operational credit

for their use requires a specific approval from the BCAA.

The installation and operational use of these systems as well as any operational credit that can be derived

from their use require BCAA approval.

Subject to, but not limited to, the operator‘s experience of the airport and limits of the design approval of

the equipment, the BCAA may, at its discretion, consider the grant of operational credit for the use of

HUD/EVS when operating in instrument conditions.

When obtaining operational credit, the operator is required to apply for an exemption from the Air

Navigation Technical Regulations (ANTRs). An exemption can only be granted by the BCAA for a

system that utilises a HUD as part of the EVS equipment.

Note 1: “Vision systems” is a generic term referring to the existing systems designed to provide

images, i.e. enhanced vision systems (EVS), synthetic vision systems (SVS) and combined

vision systems (CVS).

Note 2: Operational credit can be granted only within the limits of the airworthiness approval.

Note 3: Currently, operational credit has been given only to vision systems containing an image

sensor providing a real-time image of the actual external scene on a HUD.

Note 4: More detailed information and guidance on automatic landing systems, HUD, equivalent

displays and vision systems is contained in CAP 33 - Head-Up Displays (HUD) and Enhanced

Vision Systems (EVS). This CAP should be consulted in conjunction with this appendix.

a) HUD and Equivalent Displays

(1) General

A HUD presents flight information into the pilot‗s forward external field of view without

significantly restricting that external view.

Flight information shall be presented on a HUD or an equivalent display as required for the

intended use (see CAP 33 for further details). A HUD may include, but is not limited to, the

following:

(i) airspeed;


2

(ii) altitude;

(iii) heading;

(iv) vertical speed;

(v) angle of attack;

(vi) flight path or velocity vector;

(vii) attitude with bank and pitch references;

(viii) course and glide path with deviation indications;

(ix) status indications (e.g. navigation sensor, autopilot, flight director); and

(ix) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning).

(2) Operational applications

Flight operations with a HUD can improve situational awareness by combining flight

information located on head-down displays with the external view to provide pilots with

more immediate awareness of relevant flight parameters and situation information while

they continuously view the external scene.

This improved situational awareness can also reduce errors in flight operations and improve

the pilot‗s ability to transition between instrument and visual references as meteorological

conditions change.

A HUD may be used:

(i) As a secondary flight display to supplement conventional flight deck instrumentation

(ii) or as a primary flight display if certified for this purpose;

An approved HUD may qualify for operations with reduced visibility or reduced RVR or

replace some parts of the ground facilities such as touchdown zone and/or centre line lights.

The functions of a HUD may be provided by a suitable equivalent display. However, before

such systems can be used, the appropriate airworthiness and operational approval should be

obtained.

Note: CAP 33 contains further details regarding operational applications.

(3) HUD training

The operator shall comply with the training and recent experience requirements for

operations using HUD or equivalent displays as established by the BCAA. Training

programmes shall be approved by the BCAA and the implementation of the training shall be

subject to oversight by the BCAA.

The training should address all flight operations for which the HUD or equivalent display is

used (see CAP 33 for further details).


3

(i) an understanding of the HUD, its flight path, energy management concepts and

symbology. This should include operations during critical flight events (e.g. A CAS

Traffic Advisory/Resolution Advisory upset and wind shear recovery, engine or system

failure);

(ii) HUD limitations and normal procedures, including maintenance and operational

checks performed to ensure normal system function prior to use. These checks include

pilot seat adjustment to attain and maintain appropriate viewing angles and

verification of HUD operating modes;

(iii) HUD use during low visibility operations, including taxi, take-off, instrument

approach and landing in both day and night conditions. This training should include

the transition from head- down to head-up and head-up to head-down operations;

(iv) failure modes of the HUD and the impact of the failure modes or limitations

on crew performance;

(v) crew coordination, monitoring and verbal call-out procedures for single HUD

installations with head-down monitoring for the pilot not equipped with a HUD and

head-up monitoring for the pilot equipped with a HUD;

(vi) crew coordination, monitoring and verbal call-out procedures for dual HUD

installations with use of a HUD by the pilot flying the aircraft and either head -up or

head-down monitoring by the other pilot;

(vii) consideration of the potential for loss of situational awareness due to "tunnel vision"

(also known as cognitive tunnelling or attention tunnelling);

(viii) any effects that weather, such as low ceilings and visibilities, may have on the

performance of a HUD; and

(x) HUD airworthiness requirements.

(b) Enhanced Vision systems (EVS)

(1) General

―Vision systems‖ is used as a generic term to refer to the existing systems designed to

provide images, i.e. enhanced vision systems (EVSs), synthetic vision systems (SVSs) and

combined vision systems (CVSs).

Vision systems can display electronic real-time images of the actual external scene achieved

through the use of image sensors (i.e. EVS) or display synthetic images, which are derived

from the on-board avionic systems (i.e. SVS). Vision systems can also consist of a

combination of these two systems called combined vision systems (i.e. CVS). Such a system

may display electronic real-time images of the external scene using the EVS component of

the system. The information from vision systems may be displayed head -up and/or head-

down. Operational credit may be granted to vision systems which are appropriately

qualified.

Light emitting diode (LED) lights may not be visible to infrared -based vision systems.

Operators of such vision systems will need to acquire information about the LED

implementation programmes at aerodromes where they intend to operate. More details about


4

the consequences of LED lights are contained in the Manual of All-Weather Operations

(ICAO Doc 9365) CAP 33.

(2) Operational applications

Flight operations with EVS allow the pilot to view an image of the external scene obscured

by darkness or other visibility restrictions. The use of EVS will also allow acquisition of an

image of the external scene earlier than with natural unaided vision, hence providing for a

smoother transition to references by natural vision. The improved acquisition of an image of

the external scene may improve situational awareness. It may also qualify for operational

credit if the information from the vision system is presented to the pilots in a suitable way

and the necessary airworthiness approval and specific approval by the BCAA have been

obtained for the combined system.

Vision system imagery may also enable pilots to detect other aircraft on the ground, terrain

or obstructions on or adjacent to runways or taxiways.

It may also qualify for operational credit if the information from the vision system is

presented to the pilots in a suitable way and the necessary airworthiness approval and

specific approval by the BCAA have been obtained for the combined system for reduced

visibility minima when the images are presented into the pilot‘s external field of view on a

HUD without significantly restricting that view.

(3) Vision systems training

Training and recent experience requirements shall be established by the BCAA. Training

programmes shall be approved by the BCAA and the implementation of the training shall be

subject to oversight by the BCAA. Training shall address all flight operations for which the

vision system is used.

Training shall address all flight operations for which the vision system is approved. This

training shall include contingency procedures required in the event of system degradation or

failure. Training for situational awareness should not interfere with other required

operations. Training for operational credit shall also require training on the applicable HUD

used to present the enhanced visual imagery (see CAP 33 for further details). Training shall

include the following elements as applicable:

(i) an understanding of the system characteristics and operational constraints;

(ii) normal procedures, controls, modes and system adjustments (e.g. sensor theory

including radiant versus thermal energy and result ing images);

(iii) operational constraints, normal procedures, controls, modes and system adjustments;

(iv) limitations;

(v) airworthiness requirements;

(vi) vision system display during low visibility operations, including taxi, take-off,

instrument approach and landing; system use for instrument approach procedures in

both day and night conditions;


5

(vii) failure modes and the impact of failure modes or limitations upon crew performance,

in particular, for two-pilot operations;

(viii) crew coordination and monitoring procedures and pilot call-out responsibilities;

(ix) transition from enhanced imagery to visual conditions during runway visual

acquisition;

(x) rejected landing: with the loss of visual cues of the landing area, touchdown zone or

rollout area;

(xi) any effects that weather, such as low ceilings and visibilities, may have on the

performance of the vision system; and

(xii) effects of aerodrome lighting using LED lights.

(4) Operational concepts

Instrument approach operations that involve the use of vision systems include an instrument

phase and a visual phase. The instrument phase ends at the published MDA/H or DA/H

unless a missed approach is initiated. Using the EVS or CVS does not change the applicable

MDS/H or DA/H. The continued approach to landing from MDA/H or DA/H will be

conducted using visual references.

This also applies to operations with vision systems. The difference is that the visual

references will be acquired by use of an EVS or CVS, natural vision or the vision system in

combination with natural vision (see Figure 1-1 below).

Down to a defined height in the visual segment, typically at or above 30 m (100 ft), the

visual references may be acquired solely by means of the vision system. The defined height

depends on the airworthiness approval and specific approval by the BCAA. Below this

height the visual references shall be solely based on natural vision. In the most advanced

applications, the vision system may be used down to touchdown without the requirement for

natural vision acquisition of visual references. This means that such a vision system may be

the sole means of acquiring visual references and can be used without natural vision (see

CAP 33 for further details).


6

EVS operations

Figure 1-1. EVS operations - transition from instrument to visual references

(5) Visual references

In principle, the required visual references do not chan ge due to the use of an EVS or CVS,

but those references are allowed to be acquired by means of either vision system until a

certain height during the approach.

In States that have developed requirements for operations with vision systems, the use of

visual references are as indicated in Table 1-1 has been regulated and examples of this are

provided in CAP 33.

Delete Table 1-1

Table 1-1. Examples of operational credits

(c) Hybrid systems

A hybrid system generically means that two or more systems are combined. The hybrid system

typically has improved performance compared to each of the component systems, which in turn may

qualify for operational credit. The inclusion of more systems in the hybrid system normally

enhances the performance of the system. (See CAP 33 for examples of hybrid systems).

Table 1-2. Examples of hybrid system components .......................

(d) Operational credits

(e) Operational Procedures


7

……………

(f) Approvals Approval Requirements

General

The operator that wishes to conduct operations with an automatic landing system, a HUD or

equivalent display, a vision system or a hybrid system will need to obtain certain approvals as

prescribed in the relevant SARPs. The extent of the approvals will depend on the intended

operation and the complexity of the equipment.

Systems that are not used for an operational credit or otherwise critical to the aerodrome operating

minima, e.g. Vision systems used to enhance situational awareness may be used without a specific

approval. However the standard operating procedures for these systems shall be specified in the

operations manual.

Approval requirements differ based on whether the intended function of the system is to increase

situational awareness or to obtain operational credit.

When enhanced vision imagery is used to improve situational awareness, operational approval

requirements may be limited. An example of this type of operation may include an EVS or an SVS

on a head-down display that is used only for situational awareness of the surrounding area of the

aeroplane during ground operations where the display is not in the pilot‗s primary field of view. For

enhanced situational awareness, the installation and operational procedures need to ensure that the

operation of the vision system does not interfere with normal procedures or the operation or use of

other aircraft systems. In some cases, modifications to these normal procedures for other aircraft

systems or equipment may be necessary to ensure compatibility.

The use of an automatic landing system, a HUD, an equivalent display, EVS, SVS or CVS or any

combination of those systems into a hybrid system, shall be approved by the BCAA when those

systems are used for the safe operation of an aeroplane. When operational credits have been granted

by the BCAA, the use of that system becomes essential for the safety of such operations and is

subject to a specific approval. The use of these systems solely for enhanced situational awareness,

reduced flight technical error and/or reduced workload is an important safety feature but does not

require a specific approval.

When enhanced vision imagery is used for operational credit, specific operational approval may

require that the imagery be combined with flight guidance and presented on a HUD. Specific

Operational approval may also require that this information be presented on a head-down display.

A pilot could use this system to continue an instrument approach below published minimum

altitudes using the enhanced visual imagery combined with flight guidance on the HUD.

When EVS is used for operational credit, operational approval standards shall ensure the credit for

the individual image sensor or combination of sensors is appropriate. Operational credit may be

applied for any flight operation, but credit for instrument approach and landing operations is more

common.

Any operational credit approval (including specific approval for operational credit) that has been

granted shall be reflected in the operation specifications for the type or individual aeroplane as

applicable.


8

Note: When the application for a specific approval relates to operational credits for systems not

including a vision system, the guidance on approvals in this attachment may be used to the

extent applicable as determined by the BCAA.

(g) Specific Approvals for operational credit Application Process for EVS/HUD Operational

Approval

To obtain a specific approval for operational credit operational approval and operational credit, if

required, the operator will need to specify the desired operational credit and submit a suitable

application . An application for the approval for the use of HUD/EVS shall be made using the

application form, ALD/OPS/F112 on the BCAA website, www.mtt.gov.bh.

The content of a suitable application should include:

(1) Applicant details - required for all approval requests. The official name and business or

trading name(s), address, mailing address, e-mail address and contact telephone/fax numbers

of the applicant.

Note: For AOC holders, the company name, AOC number and e -mail address should be

required.

(2) Aircraft details - required for all approval requests. Aircraft make(s), model(s) and

registration mark(s).

(3) Operator„s vision systems compliance list . The contents of the compliance list are included in

Table 1-3 (Section IV) below and in CAP 33, Table 1-3. The compliance list should include

the information that is relevant to the approval requested and the registration marks of the

aircraft involved. If more than one type of aircraft/fleet is included in a single application, a

completed compliance list should be included for each aircraft/fleet.

The following items shall be covered in a vision systems compliance list:

(i) reference documents used in compiling the submission for approval;

(ii) flight manual;

(iii) feedback and reporting of significant problems;

(iv) requested operational credit and resulting aerodrome operating minima;

(v) operations manual entries including MEL and standard operating procedures;

(vi) safety risk assessments;

(vii) training programmes; and

(viii) continuing airworthiness

Note 1: Expanded guidance on these items is contained in CAP 33.

Note 2: Application form ALD/OPS/F112 and the Vision Systems Compliance List is

contained in CAP 33.


9

(4) Documents to be included with the application. Copies of all documents referred to listed in

column 4 of the operator's vision system compliance list (Table 1-3, Section IV) should be

included when returning the completed application form to the civil aviation authority. There

should no need to send complete manuals; only the relevant sections/pages should be required.

(5) Name, title and signature.


10

Delete Table 1-3

Table 1-3. Example of an AOC vision system compliance list

Insert new table 1-3

Table 1-3 Application for EVS/HUDLS Operational Approval (ALD/OPS/F112).

APPLICATION FOR HUD/EVS OPERATIONAL APPROVAL

1. Applicant Details

Operator Name

AOC No:

Address, mailing address

E-mail address and contact telephone/fax

2. Aircraft Details - required for all Approval requests

Aircraft type(s), series and registration mark(s).

Aircraft Type

Aircraft Series

Registration

Formal approval will normally be subject to a flight and simulator observation

3. Documents to be included with the application ( refer to section IV) SECTION II—Applications for EVS/HUD (please tick as appropriate)

(1) To be used for situational awareness and

(2) To obtain operational credit (see Vision Systems Compliance List, Section IV, item 4)

SECTION III SIGNATURE BLOCK

Name (BLOCK LETTERS)

Appointment

Signature

SECTION IV VISION SYSTEMS COMPLIANCE LIST

Main heading

Expanded areas to be

addressed by application Sub-requirements

Operator's

operations

manual

reference or

document

reference

1. Reference documents

used in compiling the

submission

The submission shall be based

on current up-to-date regulatory

material.

A compliance statement showing

how the criteria of the applicable

regulations and requirements

have been satisfied.

2. Aircraft flight manual

(AFM)

A copy of the relevant AFM entry

showing the aircraft certification

basis for the vision system and

any operational conditions.


11

3. Feedback and reporting

of significant problems

An outline of the process for

the reporting of failures in the

operational use of procedures.

Note: In particular, significant

problems with the vision system

/ HUD system, reporting on

circumstances / locations where

the vision system was

unsatisfactory.

4. Requested operational

credit and resulting

operating minima

The requested operational

credit in accordance with the

applicable national

regulations.

Confirmation that all aerodrome

operating minima are

established in accordance with

the method acceptable to the

relevant authority.

5. Operations manual

entries and standard

operating procedures

Manufacturer/operator-developed.

Manufacturer's procedures are

recommended as a starting

point and shall include at least

the items in the sub-

requirements column.

Definitions. Check that crew are qualified for EVS/HUD operations MEL handling Equipment required for EVS operations. Types of approach where EVS can be used. Statement that autopilot/flight director should be used whenever possible. Minimum visual references for landing Approach Ban and RVR. Stabilized Approach Criteria. Correct seating and eye position. Crew co-ordination, e.g. duties of PF and PNF: • designation of handling and non-handling pilots; • use of automatic flight control system; • checklist handling; • approach briefing; • radio communications


12

Operations Manual entries and Standard Operating Procedures (contain handling; • monitoring and cross- checking of instruments and radio aids; and

• use of the repeater display by PNF Contingency procedures including:

• failures above and below decision height; • ILS deviation warnings; • autopilot disconnect; • auto-throttle disconnect; • electrical failures; • engine failure; • failures and loss of visual references at or below decision height; and • EVS/HUDLS failure below normal decision height • wind shear; • ACAS warnings; • EGPWS warnings

6. Safety risk assessment

7. Training Programmes

Training programmes including the training syllabi for the system contained in the application.

8. Continuing

Airworthiness

Continuing airworthiness programme for the system contained in the application.

Any Further Comments to Support Your Application:


13

BCAA USE

Recommendations: Approved Not Approved

Remarks:-

FOI name Signature Date

Recommendation Approved Not Approved

Remarks:-

Recommendation Approved Not Approved

Remarks:-

DAL Name Signature Date

SECTION 2 ANTR OPS 1

i

SECTION 2

ADVISORY CIRCULARS (AC), ACCEPTABLE MEANS OF COMPLIANCE (AMC) AND INTERPRETATIVE/ EXPLANATORY MATERIAL (AMC & IEM)

1 GENERAL

1.1 This Section contains Advisory Circulars (AC), Acceptable Means of Compliance and Interpretative / Explanatory Material that has been agreed for inclusion in ANTR OPS 1.

1.2 Where a particular ANTR paragraph does not have an Advisory Circular, Acceptable Means of Compliance or any Interpretive / Explanatory Material, it is considered that no supplementary material is required.

2 PRESENTATION

2.1 The Advisory Circular, the Acceptable Means of Compliance and Interpretative / Explanatory Material are presented in full page width on loose pages, each page being identified by the date of issue .

2.2 A numbering system has been used in which the Advisory Circular, the Acceptable Means of Compliance or Interpretative / Explanatory Material uses the same number as the ANTR paragraph to which it refers. The number is introduced by the letters AC, AMC or IEM to distinguish the material from the ANTR itself.

2.3 The acronyms AC, AMC and IEM also indicate the nature of the material and for this purpose the three types of material are defined as follows:

Advisory Circulars (AC) provide guidelines on a subject matter, such as how to comply with a regulation.

Acceptable Means of Compliance (AMC) illustrate a means, or several alternative means, but not necessarily the only possible means by which a requirement can be met. It should however be noted that where a new AMC is developed, any such AMC (which may be additional to an existing AMC) will be amended into the document following consultation under the NPRM procedure.

Interpretive / Explanatory Material (IEM) helps to illustrate the meaning of a requirement.

2.4 New AMC or IEM material may, in the first place, be made available rapidly by being published as a Temporary Guidance Leaflet (TGL) or Civil Aviation Publication (CAP).

Note: Any person who considers that there may be alternative AMCs or IEMs to those published should submit details to the Authority, for alternatives to be properly considered. Possible alternative AMCs or IEMs may not be used until published as AMCs, IEMs or TGLs.

2.5 New, amended and corrected text will be enclosed within heavy brackets until a subsequent amendment is issued.

ANTR OPS Subpart E SECTION 2

1

AC/ AMC/IEM E — ALL WE ATHER OPERATIONS

AC OPS 1.430 Continuous Descent Final Approach (CDFA) (See Appendix 1 to ANTR OPS 1.430)

1. Introduction

1.1. Controlled-Flight-Into-terrain (CFIT) is a major causal category of accident and hull loss in commercial

aviation. Most CFIT accidents occur in the final approach segment of non-precision approaches; the use of stabilized approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a major improvement in safety during the conduct of such approaches. Operators should ensure that the following techniques are adopted as widely as possible, for all approaches.

1.2. The elimination of level flight segments at Minimum Descent Altitude (MDA) close to the ground during

approaches, and the avoidance of major changes in attitude and power / thrust close to the runway which can destabilise approaches, are seen as ways to reduce operational risks significantly.

1.3. For completeness this AC also includes criteria which should be considered to ensure the stability of an

approach (in terms of the aeroplane’s energy and approach-path control).

1.4. The term Continuous Descent Final Approach (CDFA) has been selected to cover a technique for any

type of non-precision approach.

1.5. Non-precision approaches operated other than using a constant pre-determined vertical path or when the facility requirements and associated conditions do not meet the conditions specified in Para 2.4 below RVR penalties apply. However, this should not preclude the operator from applying CDFA technique to such approaches. Those operations should be classified as special letdown procedures, since it has been shown that such operations, flown without additional training, may lead to inappropriately steep descent to the MDA(H), with continued descent below the MDA(H) in an attempt to gain (adequate) visual reference.

1.6. The advantages of CDFA are:

a. The technique enhances safe approach operations by the utilisation of standard operating

practices;

b. The profile reduces the probability of infringement of obstacle clearance along the final approach segment and allows the use of MDA as DA;

c. The technique is similar to that used when flying an ILS approach, including when executing the

missed approach and the associated go-around manoeuvre;

d. The aeroplane attitude may enable better acquisition of visual cues;

e. The technique may reduce pilot workload;

f. The Approach profile is fuel efficient;

g. The Approach profile affords reduced noise levels;

h. The technique affords procedural integration with APV approach operations;

i. When used and the approach is flown in a stabilised manner is the safest approach technique for all approach operations.

2. CDFA (Continuous Descent Final Approach)

2.1. Continuous Descent Final Approach. A specific technique for flying the final approach segment of a non-

precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15m (50 ft) above the landing


2

runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown.

2.2. An approach is only suitable for application of CDFA technique when it is flown along a predetermined vertical slope (see subparagraph a. below) which follows a designated or nominal vertical profile (see subparagraphs b. and c. below):

a. Predetermined Approach Slope: Either the designated or nominal vertical profile of an approach.

i. Designated Vertical Profile: A continuous vertical approach profile which forms part of the

approach procedure design. APV is considered to be an approach with a designated vertical profile.

ii. Nominal Vertical Profile: A vertical profile not forming part of the approach procedure

design, but which can be flown as a continuous descent.

Note: The nominal vertical profile information may be published or displayed (on the approach chart) to the pilot by depicting the nominal slope or range / distance vs height.

Approaches with a nominal vertical profile are considered to be:

a. NDB, NDB/DME;

b. VOR, VOR/DME;

c. LLZ, LLZ/DME;

d. VDF, SRA or

e. RNAV/LNAV.

2.3. Stabilised Approach (SAp). An approach which is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path from a pre-determined point or altitude/height down to a point 50 feet above the threshold or the point where the flare manoeuvre is initiated if higher.

a. The control of the descent path is not the only consideration when using the CDFA technique.

Control of the aeroplane’s configuration and energy is also vital to the safe conduct of an approach.

b. The control of the flight path, described above as one of the requirements for conducting an SAp,

should not be confused with the path requirements for using the CDFA technique. The predetermined path requirements for conducting SAp are established by the operator and published in the Operations Manual (OM) Part B; guidance for conducting SAp operations is given in paragraph 5 below.

c. The predetermined approach slope requirements for applying the CDFA technique are

established by:

i. The instrument-procedure design when the approach has a designated vertical profile;

ii. The published ‘nominal’ slope information when the approach has a nominal vertical profile;

iii. The designated final-approach segment minimum of 3 NM, and maximum, when using

timing techniques, of 8 NM.

d. A Stabilised Approach will never have any level segment of flight at DA(H) (or MDA(H) as applicable). This enhances safety by mandating a prompt go-around manoeuvre at DA(H) (or MDA(H))


3

e. An approach using the CDFA technique will always be flown as an SAp, since this is a requirement for applying CDFA; however, an SAp does not have to be flown using the CDFA technique, for example a visual approach.

2.4. Approach with a designated vertical profile using the CDFA technique:

a. The optimum angle for the approach slope is 3 degrees, and the gradient should preferably not exceed 6.5 per cent which equates to a slope of 3.77 degrees, (400 ft/NM) for procedures intended for conventional aeroplane types/classes and/or operations. In any case, conventional approach slopes should be limited to 4.5 degrees for Category A and B aeroplanes and 3.77 degrees for Category C and D aeroplanes, which are the upper limits for applying the CDFA technique. A 4.5 degree approach slope is the upper limit for certification of conventional aeroplanes.

b. The approach is to be flown utilising operational flight techniques and onboard navigation

system(s) and navigation aids to ensure it can be flown on the desired vertical path and track in a stabilised manner, without significant vertical path changes during the final-segment descent to the runway. APV is included.

c. The approach is flown to a DA(H).

d. No MAPt is published for these procedures.

2.5. Approach with a nominal vertical profile using the CDFA technique:

a. The optimum angle for the approach slope is 3 degrees, and the gradient should preferably not

exceed 6.5 per cent which equates to a slope of 3.77 degrees, (400 ft/NM) for procedures intended for conventional aeroplane types / class and / or operations. In any case, conventional approaches should be limited to 4.5 degrees for Category A and B aeroplanes and 3.77 degrees for Category C and D aeroplanes, which are the upper limits for applying CDFA technique. A 4.5 degree approach slope is the upper limit for certification of conventional aeroplanes.

b. The approach should meet at least the following facility requirements and associated conditions.

NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA, RNAV(LNAV) with a procedure which fulfils the following criteria:

i. The final approach track off-set ≤ 5degrees except for Category A and B aeroplanes,

where the approach-track off-set is ≤ 15 degrees; and

ii. A FAF, or another appropriate fix where descent is initiated is available; and

iii. The distance from the FAF to the THR is less than or equal to 8 NM in the case of timing; or

iv. The distance to the threshold (THR) is available by FMS/RNAV or DME; or

v. The minimum final-segment of the designated constant angle approach path should not be

less than 3 NM from the THR unless approved by the Authority.

c. CDFA may also be applied utilising the following:

i. RNAV/LNAV with altitude/height cross checks against positions or distances from the THR; or

ii. Height crosscheck compared with DME distance

values. d. The approach is flown to a DA(H).

e. The approach is flown as an SAp.

Note: Generally, a MAPt is published for these procedures.

3. Operational Procedures


4

3.1. A MAPt should be specified to apply CDFA with a nominal vertical profile as for any non-precision approach.

3.2. The flight techniques associated with CDFA employ the use of a predetermined approach slope. The

approach, in addition, is flown in a stabilised manner, in terms of configuration, energy and control of the flight path. The approach should be flown to a DA(H) at which the decision to land or go-around is made immediately. This approach technique should be used when conducting:

a. All non-precision approaches (NPA) meeting the specified CDFA criteria in Para 2.4; and

b. All approaches categorised as APV.

3.3. The flight techniques and operational procedures prescribed above should always be applied; in particular with regard to control of the descent path and the stability of the aeroplane on the approach prior to reaching MDA(H). Level flight at MDA(H) should be avoided as far as practicable. In addition appropriate procedures and training should be established and implemented to facilitate the applicable elements of paragraphs 4, 5 and 8. Particular emphasis should be placed on subparagraphs 4.8, 5.1 to 5.7 and 8.4.

3.4. In cases where the CDFA technique is not used with high MDA(H), it may be appropriate to make an early

descent to MDA(H) with appropriate safeguards to include the above training requirements, as applicable, and the application of a significantly higher RVR/Visibility.

3.5. For Circling Approaches (Visual Manoeuvring), all the applicable criteria with respect to the stability of the

final descent path to the runway should apply. In particular, the control of the desired final nominal descent path to the threshold should be conducted to facilitate the techniques described in paragraphs 4 and 5 of this AC.

a. Stabilisation during the final straight-in segment for a circling approach should ideally be

accomplished by 1 000 ft above aerodrome elevation for turbo-jet aeroplanes.

b. For a circling approach where the landing runway threshold and appropriate visual landing aids may be visually acquired from a point on the designated or published procedure (prescribed tracks), stabilisation should be achieved not later than 500 ft above aerodrome elevation. It is however recommended that the aeroplane be stabilised when passing 1 000 ft above aerodrome elevation.

c. When a low-level final turning manoeuvre is required in order to align the aeroplane visually with

the landing runway, a height of 300 ft above the runway threshold elevation, or aerodrome elevation as appropriate, should be considered as the lowest height for approach stabilisation with wings level.

d. Dependent upon aeroplane type/class the operator may specify an appropriately higher minimum

stabilisation height for circling approach operations.

e. The operator should specify in the OM the procedures and instructions for conducting circling

approaches to include at least:

i. The minimum required visual reference; and

ii. The corresponding actions for each segment of the circling manoeuvre; and

iii. The relevant go-around actions if the required visual reference is lost.

iv. The visual reference requirements for any operations with a prescribed track circling manoeuvre to include the MDA(H) and any published MAPt.

3.6. Visual Approach. All the applicable criteria with respect to the stability of the final descent path to the

runway should apply to the operation of visual approaches. In particular, the control of the desired final nominal descent path to the threshold should be conducted to facilitate the appropriate techniques and procedures described in paragraphs 6 and 7 of this AC.

a. Stabilisation during the final straight-in segment for a visual approach should ideally be

accomplished by 500 ft above runway threshold elevation for turbo-jet aeroplanes.


5

b. When a low level final turning manoeuvre is required in order to align the aeroplane with the landing runway, a minimum height of 300 ft above the runway threshold elevation (or aerodrome elevation as appropriate) should be considered as the lowest height for visual approach stabilisation with wings level.

c. Dependent upon aeroplane type/class, the operator may specify an appropriately higher minimum

stabilisation height for visual approach operations.

d. The operator should specify in the OM the procedures and instructions for conducting visual approaches to include at least:

i. The minimum required visual reference; and

ii. The corresponding actions if the required visual reference is lost during a visual approach

manoeuvre; and

iii. The appropriate go around actions.

3.7. The control of the descent path using the CDFA technique ensures that the descent path to the runway threshold is flown using either:

a. A variable descent rate or flight path angle to maintain the desired path, which may be verified by

appropriate crosschecks; or

b. A pre-computed constant rate of descent from the FAF, or other appropriate fix which is able to define a descent point and/or from the final approach segment step-down fix; or

c. Vertical guidance, including APV.

The above techniques also support a common method for the implementation of flight-director-guided or auto-coupled RNAV(VNAV) or GLS approaches.

3.8. Missed Approach - The manoeuvre associated with the vertical profile of the missed approach should be

initiated not later than reaching the MAPt or the DA(H) specified for the approach, whichever occurs first. The lateral part of the missed approach procedure shall be flown via the MAPt unless otherwise stated on the approach chart.

3.9. In case the CDFA technique is not used the approach should be flown to an altitude/height at or above the

MDA(H) where a level flight segment at or above MDA(H) may be flown to the MAPt.

3.10. In case the CDFA technique is not used when flying an approach, the operator should implement procedures to ensure that early descent to the MDA(H) will not result in a subsequent flight below MDA(H) without adequate visual reference. These procedures could include:

a. Awareness of radio altimeter information with reference to the approach profile;

b. Enhanced Ground Proximity Warning System and / or Terrain Awareness information;

c. Limitation of rate of descent;

d. Limitation of the number of repeated approaches;

e. Safeguards against too early descents with prolonged flight at MDA(H);

f. Specification of visual requirements for the descent from the MDA(H).

4. Flight techniques

4.1. The CDFA technique can be used on almost any published non-precision approach when the control of

the descent path is aided by either:

a. A recommended descent rate, based on estimated ground speed, which may be provided on the

approach chart; or


6

b. The descent path as depicted on the chart.

4.2. In order to facilitate the requirement of paragraph 4.1.b. above, the operator should either provide charts which depict the appropriate cross check altitudes/heights with the corresponding appropriate range information, or such information should be calculated and provided to the flight-crew in an appropriate and useable format.

4.3. For approaches flown coupled to a designated descent path using computed electronic glideslope

guidance (normally a 3 degree path), the descent path should be appropriately coded in the flight management system data base and the specified navigational accuracy (RNP) should be determined and maintained throughout the operation of the approach.

4.4. With an actual or estimated ground speed, a nominal vertical profile and required descent rate, the

approach should be flown by crossing the FAF configured and on-speed. The tabulated or required descent rate is established and flown to not less than the DA(H), observing any step-down crossing altitudes if applicable.

4.5. To assure the appropriate descent path is flown, the pilot not flying should announce crossing altitudes as

published fixes and other designated points are crossed, giving the appropriate altitude or height for the appropriate range as depicted on the chart. The pilot flying should promptly adjust the rate of descent as appropriate.

4.6. With the required visual reference requirements established, the aeroplane should be in position to

continue descent through the DA(H) or MDA(H) with little or no adjustment to attitude or thrust/power.

4.7. When applying CDFA on an approach with a nominal vertical profile to a DA(H), it may be necessary to apply an add-on to the published minima (vertical profile only) to ensure sufficient obstacle clearance. The add on, if applicable, should be published in the OM – (Aerodrome Operating Minima). However, the resulting procedure minimum will still be referred to as the DA(H) for the approach.

4.8. Operators should establish a procedure to ensure that an appropriate callout (automatic or oral) is made

when the aeroplane is approaching DA(H). If the required visual references are not established at DA(H), the missed-approach procedure is to be executed promptly. Visual contact with the ground alone is not sufficient for continuation of the approach. With certain combinations of DA(H), RVR and approach slope, the required visual references may not be achieved at the DA(H) in spite of the RVR being at or above the minimum required for the conduct of the approach. The safety benefits of CDFA are negated if prompt go- around action is not initiated.

4.9. The following bracketing conditions in relation to angle of bank, rate of descent and thrust /power

management are considered to be suitable for most aeroplane types/class to ensure the predetermined vertical path approach is conducted in a stabilised manner:

a. Bank angle: As prescribed in the AOM, should generally be less than 30 degrees;

b. Rate of descent (ROD): The target ROD should not exceed 1000 fpm. The ROD should deviate by

no more than + 300 feet per minute (fpm) from the target ROD. Prolonged rates of descent which differ from the target ROD by more than 300 fpm indicate that the vertical path is not being maintained in a stabilised manner. The ROD should not exceed 1200 fpm except under exceptional circumstances, which have been anticipated and briefed prior to commencing the approach; for example, a strong tailwind.

Note: Zero rate of descent may be used when the descent path needs to be regained from

below the profile. The target ROD may need to be initiated prior to reaching the required descent point (typically 0.3 NM before the descent point, dependent upon ground speed, which may vary for each type/class of aeroplane). See c. below.

c. Thrust/power management: The limits of thrust/power and the appropriate range should be

specified in the OM, Part B or equivalent documents

4.10. Transient corrections/ Overshoots: The above-specified range of corrections should normally be used to make occasional momentary adjustments in order to maintain the desired path and energy of the aeroplane. Frequent or sustained overshoots should require the approach to be abandoned and a go around initiated. A correction philosophy should be applied similar to that described in paragraph 5 below.


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4.11. The relevant elements of paragraph 4 above should, in addition, be applied to approaches not flown using

the CDFA technique; the procedures thus developed, thereby ensure a controlled flight path to MDA(H). Dependent upon the number of step down fixes and the aeroplane type/class, the aeroplane should be appropriately configured to ensure safe control of the flight path prior to the final descent to MDA(H).

5. Stabilisation of energy/speed and configuration of the aeroplane on the approach 5.1. The control of the descent path is not the only consideration. Control of the aeroplane’s configuration and

energy is also vital to the safe conduct of an approach.

5.2. The approach should be considered to be fully stabilised when the aeroplane is:

a. tracking on the required approach path and profile; and

b. in the required configuration and attitude; and

c. flying with the required rate of descent and speed; and

d. flying with the appropriate thrust/power and trim.

5.3. The following flight path control criteria should be met and maintained when the aeroplane passes the gates described in paragraphs 5.6 and 5.7 below.

5.4. The aeroplane is considered established on the required approach path at the appropriate energy for

stable flight using the CDFA technique when:

a. It is tracking on the required approach path with the correct track set, approach aids tuned and identified as appropriate to the approach type flown and on the required vertical profile; and

b. It is at the appropriate attitude and speed for the required target ROD with the appropriate

thrust/power and trim.

5.5. It is recommended to compensate for strong wind/gusts on approach by speed increments given in the aeroplane Operations Manual (AOM) or equivalent document. To detect windshear and magnitude of winds aloft, all available aeroplane equipment such as FMS, INS, etc. should be used.

5.6. It is recommended that stabilisation during any straight-in approach without visual reference to the ground

should be achieved at the latest when passing 1,000 ft above runway threshold elevation. For approaches with a designated vertical profile applying CDFA, a later stabilisation in speed may be acceptable if higher than normal approach speeds are required by ATC procedures or allowed by the OM. Stabilisation should, however, be achieved not later than 500 ft above runway threshold elevation.

5.7. For approaches where the pilot has visual reference with the ground, stabilisation should be achieved not

later than 500 ft above aerodrome elevation. However, it is recommended that the aeroplane should be stabilised when passing 1,000 ft above runway threshold elevation.

5.8. The relevant elements of paragraph 5 above should in addition be applied to approaches not flown using

the CDFA technique; the procedures thus developed ensure that a controlled and stable path to MDA(H) is achieved. Dependent upon the number of step down fixes and the aeroplane type/class, the aeroplane should be appropriately configured to ensure safe and stable flight prior to the final descent to MDA(H).

6. Visual Reference and path-control below MDA(H) when not using the CDFA technique

6.1. In addition to the requirements stated in Appendix 1 to ANTR OPS 1.430, the pilot should have attained a

combination of visual cues to safely control the aeroplane in roll and pitch to maintain the final approach path to landing. This shall be included in the standard operating procedures and reflected in the OM.

7. Operational Procedures and Instructions for using the CDFA technique or not.

7.1. The operator should establish procedures and instructions for flying approaches using the CDFA

technique and not. These procedures should be included in the OM and should include the duties of the flight crew during the conduct of such operations.


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a. The operator should publish in the OM the requirements stated in paragraphs 4 and 5 above, as appropriate to the aeroplane type or class to be operated.

b. The checklists should be completed as early as practicable and preferably before commencing

final descent towards the DA(H).

7.2. The operator’s manuals should at least specify the maximum rate of descent for each aeroplane type/class operated and the required visual reference to continue the approach below:

a. The DA(H) when applying CDFA;

b. MDA(H) when not applying CDFA.

7.3. The operator should establish procedures which prohibit level flight at MDA(H) without the flight crew

having obtained the required visual references.

Note: It is not the intention of this paragraph to prohibit level flight at MDA(H) when conducting a circling

approach, which does not come within the definition of the CDFA technique.

7.4. The operator should provide the flight crew with:

a. Unambiguous details of the technique used (CDFA or not).

b. The corresponding relevant minima should include:

i. Type of decision, whether DA(H) or MDA(H);

ii. MAPt as applicable;

iii. Appropriate RVR/Visibility for the approach classification and aeroplane category.

7.5. Specific types/class of aeroplane, in particular certain Performance Class B and Class C aeroplanes, may be unable to comply fully with the requirements of this AC relating to the operation of CDFA. This problem arises because some aeroplanes shall not be configured fully into the landing configuration until required visual references are obtained for landing, because of inadequate missed approach performance engine out. For such aeroplanes, the operator should either:

a. Obtain approval from the Authority for an appropriate modification to the stipulated procedures

and flight techniques prescribed herein; or

b. Increase the required minimum RVR to ensure the aeroplane will be operated safely during the configuration change on the final approach path to landing.

8. Training

8.1. The operator should ensure that, prior to using the CDFA technique or not (as appropriate), each flight

crew member undertakes:

a. The appropriate training and checking as required by Subpart N. Such training should cover the techniques and procedures appropriate to the operation which are stipulated in paragraphs 4 and 5 of this AC.

b. The operator’s proficiency check should include at least one approach to a landing or go around

as appropriate using the CDFA technique or not. The approach should be operated to the lowest appropriate DA(H) or MDA(H) as appropriate; and, if conducted in a Simulator, the approach should be operated to the lowest approved RVR.

Note. The approach required by paragraph 8.1.b. is not in addition to any manoeuvre currently

required by either ANTR FCL or ANTR OPS 1. The requirement may be fulfilled by undertaking any currently required approach (engine out or otherwise) other than a precision approach, whilst using the CDFA technique.


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8.2. The policy for the establishment of constant predetermined vertical path and approach stability are to be enforced both during initial and recurrent pilot training and checking. The relevant training procedures and instructions should be documented in the OM.

8.3. The training should emphasise the need to establish and facilitate joint crew procedures and CRM to

enable accurate descent path control and the requirement to establish the aeroplane in a stable condition as required by the operator’s operational procedures. If barometric vertical navigation is used the crews should be trained in the errors associated with these systems.

8.4. During training emphasis should be placed on the flight crew’s need to:

a. Maintain situational awareness at all times, in particular with reference to the required vertical and horizontal profile;

b. Ensure good communication channels throughout the approach;

c. Ensure accurate descent-path control particularly during any manually-flown descent phase. The

non-operating/non-handling pilot should facilitate good flight path control by:

i. Communicating any altitude/height crosschecks prior to the actual passing of the range/altitude or height crosscheck;

ii. Prompting, as appropriate, changes to the target ROD;

iii. Monitoring flight path control below DA/MDA.

d. Understand the actions to be taken if the MAPt is reached prior to the MDA(H).

e. Ensure that the decision to go around shall, at the latest, have been taken upon reaching the

DA(H) or MDA(H).

f. Ensure that prompt go around action is taken immediately when reaching DA(H) if the required visual reference has not been obtained as there may be no obstacle protection if the go-around manoeuvre is delayed.

g. Understand the significance of using the CDFA technique to a DA(H) with an associated MAPt

and the implications of early go around manoeuvres.

h. Understand the possible loss of the required visual reference (due to pitch-change/climb) when not using the CDFA technique for aeroplane types/classes which require a late change of configuration and/or speed to ensure the aeroplane is in the appropriate landing configuration.

8.5. Additional specific training when not using the CDFA technique with level flight at or above MDA(H).

a. The training should detail:

i. The need to facilitate good CRM; with good flight-crew communication in particular.

ii. The additional known safety risks associated with the ‘dive-and-drive’ approach philosophy which may be associated with non-CDFA.

iii. The use of DA(H) during approaches flown using the CDFA technique.

iv. The significance of the MDA(H) and the MAPt where appropriate.

v. The actions to be taken at the MAPt and the need to ensure the aeroplane remains in a stable condition and on the nominal and appropriate vertical profile until the landing.

vi. The reasons for increased RVR/Visibility minima when compared to the application of

CDFA.

vii. The possible increased obstacle infringement risk when undertaking level flight at MDA(H)without the required visual references.


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viii. The need to accomplish a prompt go around manoeuvre if the required visual reference is

lost.

ix. The increased risk of an unstable final approach and an associated unsafe landing if a rushed approach is attempted either from:

a. Inappropriate and close-in acquisition of the required visual reference;

b. Unstable aeroplane energy and or flight path control.

x. The increased risk of CFIT (see introduction).

9. Approvals

9.1. The procedures which are flown with level flight at/or above MDA(H) shall be approved by the Authority

and listed in the OM.

9.2. Operators should classify aerodromes where there are approaches which require level flight at/or above MDA(H) as being B and C categorised. Such aerodrome categorisation will depend upon the operator’s experience, operational exposure, training programme(s) and flight crew qualification(s).

9.3. Exemptions granted in accordance with ANTR OPS 1.430, paragraph (d)(3) should be limited to locations

where there is a clear public interest to maintain current operations. The exemptions should be based on the operators experience, training programme and flight crew qualification. The exemptions should be reviewed at regular intervals and should be terminated as soon as facilities are improved to allow SAp or CDFA.

AC OPS to Appendix 1 to ANTR OPS 1.430(d) Aerodrome Operating Minima Determination of RVR / Visibility Minima for Category I, APV and Non-precision Approaches

1. Introduction

1.1. The minimum RVR values for the conduct of Category I, APV and non-precision approaches shall be the

higher of the values derived from Table 5 or 6 of Appendix 1 to ANTR OPS 1.430.

1.2. The tables are to be used for the determination of all applicable operational RVR values except as prescribed in paragraph 1.3 below.

1.3. With the approval of the Authority, the formula below may be used with the actual approach slope and or

the actual length of the approach lights for a particular runway. This formula may also be used with the approval of the Authority to calculate the applicable RVR for special (one-off) approach operations which are allowed under ANTR OPS 1.430(d)(2).

1.4. When the formula is utilised as described above, the calculation conventions and methodologies

described in the notes applicable to Paragraph 2 below should be used.

2. Derivation of Minimum RVR Values.

2.1. The values in Table 5 in Appendix 1 to ANTR OPS 1.430 are derived from the formula below:

Note 1: α is the calculation angle, being a default value of 3.00 degrees increasing in steps of 0.10 degrees for each line in Table 5 up to 3.77 degrees and then remains constant.

Note 2: The default value for the length of the approach lights is equal to the minimum length of the

various systems described in Table 4 in Appendix 1 to ANTR OPS 1.430.

Note 3: The values derived from the above formula have been rounded to the nearest 50 metres up to a value of 800 metres RVR and thereafter to the nearest 100 metres.


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Note 4: The DH/MDH intervals in Table 5 have been selected to avoid anomalies caused by the rounding of the calculated OCA(H).

Note 5: The height intervals, referred in Note 4 above, are 10 feet up to a DH/MDH of 300 feet, 20 feet

up to a DH/MDH of 760 feet and then 50 feet for DH/MDH above 760 feet.

Note 6: The minimum value of the table is 550 metres.

2.2. With the approval of the Authority, the formula may be used to calculate the applicable RVR value for

approaches with approach-slopes of greater than 4.5 degrees.

3. Approach Operations with an RVR of less than 750m (800m for single-pilot operations)

3.1. Providing the DH is not more than 200 ft, approach operations are almost unrestricted with a runway which is equipped with FALS, RTZL and RCLL. Under these circumstances, the applicable RVR of less than 750m (800m for single-pilot operations) may be taken directly from Table 5. The ILS should not be promulgated as restricted in AIPs, NOTAMS or other documents. Unacceptable ILS restrictions would include limitations on the use of the Localizer and / or glideslope below a certain height, prohibitions on its use auto-coupled or limitations on the ILS classification.

3.2. Without RTZL and RCLL in order to be able to operate to the RVR values of less than 750m (800m for

single-pilot operations) in Table 5, the approach shall be conducted utilising an approved HUDLS (or equivalent approved system), or be flown as a coupled approach or flight-director-flown approach (Note: not for single-pilot operations) to a DH of not greater than 200 ft.

The equivalent system could for instance be an approved HUD which is not certificated as a landing system but is able to provide adequate guidance cues. Other devices may also be suitable, such as Enhanced/Synthetic Vision Systems (E/SVS) or other hybrids of such devices.

4. Description of Approach Lighting Systems

4.1. The following table describes the types of approach lighting systems which are acceptable for calculation

of the aerodrome operating minima. The systems described are basically the ICAO systems as described in Annex 14. However, the table also contains shorter systems which are acceptable for operational use. This is concurrent with the fact that approach lighting systems may sometimes be adjusted to the conditions existing before the threshold. Additionally the table describes the FAA approach lighting systems which are considered to be corresponding for calculation of aerodrome operating minima.

ANTR OPS 1 Class of Facility

Length, configuration and intensity of approach lights

FALS (Full Approach Light System)

Precision approach category I lighting system as specified in Annex 14, high intensity lights, 720 m or more FAA: ALSF1, AL

IALS (Intermediate Approach Light System)

ANTR OPS 1/EASA: Simplified Approach Light System as specified in Annex 14, high intensity lights, 420 – 719 m FAA: MALSF, MALS, SALS/SALSF, SSALF, SSALS, high or medium intensity and/or flashing lights, 420 – 719 m

BALS (Basic Approach Light System)

ANTR OPS 1/EASA: High, medium or low intensity lights, 210 - 419 m including one crossbar FAA: ODALS, high or medium intensity or flashing lights 210 - 419 m

NALS (No Approach Light System)

ANTR OPS 1/EASA: Approach Light System shorter than 210 m or no approach lights

………….


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IEM to Appendix 1 to ANTR OPS 1.430

Aerodrome Operating Minima

See Appendix 1 to ANTR OPS 1.430

The minima stated in this Appendix are based upon the experience of commonly used approach aids.

This is not meant to preclude the use of other guidance systems such as Head Up Display (HUD) and

Enhanced Visual Systems (EVS) but the applicable minima for such systems will need to be developed as

the need arises.

…………….

IEM to Appendix 1 to ANTR OPS 1.430, paragraphs (f) and (g)

Establishment of minimum RVR for Category II and III Operations

See Appendix 1 to ANTR OPS 1.430, paragraphs (f) and (g)

……………… IEM to Appendix 1 to ANTR OPS 1.430, paragraph (g)(5) - Table 8

Crew actions in case of autopilot failure at or below decision height

in fail-passive Category III operations.

See Appendix 1 to ANTR OPS 1.430, paragraph (g)(5) Table 8

…………………

AC OPS to Appendix 1 to ANTR OPS 1.430(h) Enhanced Vision Systems 1. Introduction

1.1. Enhanced vision systems use sensing technology to improve a pilot’s ability to detect objects, such as

runway lights or terrain, which may otherwise not be visible. The image produced from the sensor and/or image processor can be displayed to the pilot in a number of ways including use of a head-up display. The systems can be used in all phases of flight and can improve situational awareness. In particular, infrared systems can display terrain during operations at night, improve situational awareness during night and low visibility taxiing, and may allow earlier acquisition of visual references during instrument approaches.

2. Background to EVS rule

2.1. The rule for EVS was developed after an operational evaluation of two different EVS systems, along with

data and support kindly provided by the FAA. Approaches using EVS were flown in a variety of conditions including fog, rain and snow showers, as well as at night to aerodromes located in mountainous terrain. The infrared EVS performance can vary depending on the weather conditions encountered. Therefore, the Rule takes a conservative approach to cater for the wide variety of conditions which may be encountered. It may be necessary to amend the Rule in future to take account of greater operational experience.

2.2. A rule for the use of EVS during take-off has not been developed. The systems evaluated did not perform

well when the RVR was below 300 metres. There may be some benefit for use of EVS during take-off with greater visibility and reduced lighting; however, such operations would need to be evaluated.

2.3. The Rule has been developed to cover use of infrared systems only. Other sensing technologies are not

intended to be excluded; however, their use will need to be evaluated to determine the appropriateness of this, or any other rule. During the development of the Rule material in ANTR OPS 1.430 (h), it was envisaged what equipment should be fitted to the aeroplane, as a minimum. Given the present state of technological development, it is considered that a HUD is an essential element of the EVS equipment.

2.4. In order to avoid the need for tailored charts for approaches utilising EVS, it is envisaged that the operator

will use Table 9 to determine the applicable RVR at the commencement of the approach. 3. Additional Operational requirements


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3.1. An enhanced vision system equipment certificated for the purpose of Appendix 1 to ANTR OPS 1.403(h) should have:

a. A head-up display system (capable of displaying, airspeed, vertical speed, aircraft attitude,

heading, altitude, command guidance as appropriate for the approach to be flown, path deviation indications, flight path vector, and flight path angle reference cue and the EVS imagery),

b. For two-pilot operation, a head-down view of the EVS image, or other means of displaying the

EVS-derived information easily to the pilot monitoring the progress of the approach.

Note: If the aircraft is equipped with a radio altimeter, it will be used only as enhanced terrain awareness during approach using EVS and will be not taken into account for the operational procedures development

4. Two-pilot operations

4.1. For operations in RVRs below 550 m, two-pilot operation will be required.

4.2. The requirement for a head-down view of the EVS image is intended to cover for multi-pilot philosophy, whereby the pilot not flying (PNF) is kept in the ‘loop’ and CRM does not break down. The PNF can be very isolated from the information necessary for monitoring flight progress and decision making if the PF is the only one to have the EVS image.

IEM to Appendix 1 to ANTR OPS 1.430, paragraph (i) Terminology: XLS = ILS/MLS/GLS etc.

Visual Manoeuvring (circling)

See Appendix 1 to ANTR OPS 1.430, paragraph (i)

1 The purpose of this IEM is to provide operators with supplemental information regarding the application of aerodrome operating minima in relation to circling approaches.

2 Conduct of flight - General

2.1 For these procedures, the applicable visibility is the meteorological visibility (VIS).

2.2 The MDA/H and OCA/H minimums included in the procedure are related to aerodrome elevation.

3 Missed approach

3.1 If the decision to carry out a m issed approach is taken when the aircraft is positioned on the approach axis (track) defined by radio-navigation aids, RNAV, RNP or XLS, the published missed approach procedure shall be followed. If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular instrument approach shall be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aeroplane in a climb on the missed approach track. Inasmuch as the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course depending on its position at the time visual reference is lost unless otherwise prescribed.

3.2 If the instrument approach procedure is carried out with the aid of an ILS, the Missed Approach Point (MAPt) associated with an ILS procedure without glide path (GP out procedure) should be taken in account.

4 Instrument approach followed by visual manoeuvring (circling) without prescribed tracks.

4.1 Before visual reference is established, but not below MDA/H - The flight should follow the corresponding instrument approach procedure.


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4.2 At the beginning of the level flight phase at or above the MDA/H - From the beginning of the level flight phase, the instrument approach track determined by radio navigation aids, RNAV, RNP or XLS should be maintained until:

a. The pilot estimates that, in all probability, visual contact with the runway or runway environment will be maintained during the entire procedure;

b. The pilot estimates that his aeroplane is within the circling area before commencing circling; and

c. The pilot is able to determine his aircraft’s position in relation to the runway with the aid of the external references.

4.3 If the conditions in paragraph 4.2 above are not met by the MAPt, a missed approach shall be carried out in accordance with the instrument approach procedure.

4.4 After the aeroplane has left the track of the corresponding instrument approach procedure, the flight phase outbound from the runway should be limited to the distance which is required to align the aeroplane for the final approach. Flight manoeuvres should be conducted within the circling area and in such way that visual contact with the runway or runway environment is maintained at all times.

4.5 Flight manoeuvres should be carried out at an altitude/height which is not less than the circling minimum descent/altitude height (MDA/H).

4.6 Descent below MDA/H should not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone.

5 Instrument approach followed by a visual manoeuvring (circling) with prescribed track

5.1 Before visual reference is established, but not below MDA/H - The flight should follow the corresponding instrument approach procedure.

5.2 The aeroplane should be established in level flight at or above the MDA/H and the instrument approach track determined by the radio navigation aids, RNAV, RNP or XLS maintained until visual contact can be achieved and maintained. At the divergence point, the aeroplane should leave the instrument approach track and he published routing and heights followed.

5.3 If the divergence point is reached before the necessary visual reference is acquired, a missed approach procedure should be initiated not later than the MAPt and carried out in accordance with the instrument approach procedure.

5.4 The instrument approach track determined by radio navigation aids, RNAV, RNP or XLS should only be left at the prescribed divergence point when only the published routing and heights should be followed.

5.5 Unless otherwise specified in the procedure, final descent should not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone.

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