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AMC1 NCC.GEN.150(e) Transport of dangerous goods
ED Decision 2013/021/R
DANGEROUS GOODS ACCIDENT AND INCIDENT REPORTING
(a)Any type of dangerous goods accident or incident, or the finding of:
(1)undeclared or misdeclared dangerous goods in cargo;
(2)forbidden dangerous goods in mail; or
(3)forbidden dangerous goods in passenger or crew baggage, or on the person of a passenger or a crew member
should be reported. For this purpose, the Technical Instructions consider that reporting of undeclared and misdeclared dangerous goods found in cargo also applies to items of operators’ stores that are classified as dangerous goods.
(b)The first report should be dispatched within 72 hours of the event. It may be sent by any means, including e-mail, telephone or fax. This report should include the details that are known at that time, under the headings identified in (c). If necessary, a subsequent report should be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation should be sent as soon as possible.
(c)The first and any subsequent report should be as precise as possible and contain the following data, where relevant:
(1)date of the incident or accident or the finding of undeclared or misdeclared dangerous goods;
(2)location and date of flight;
(3)description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc.;
(4)proper shipping name (including the technical name, if appropriate) and United Nations (UN)/identification (ID) number, when known;
(5)class or division and any subsidiary risk;
(6)type of packaging, and the packaging specification marking on it;
(7)quantity;
(8)name and address of the passenger, etc.;
(9)any other relevant details;
(10)suspected cause of the incident or accident;
(11)action taken;
(12)any other reporting action taken; and
(13)name, title, address and telephone number of the person making the report.
(d)Copies of relevant documents and any photographs taken should be attached to the report.
(e)A dangerous goods accident or incident may also constitute an aircraft accident, serious incident or incident. The criteria for reporting both types of occurrence should be met.
(f)The following dangerous goods reporting form should be used, but other forms, including electronic transfer of data, may be used provided that at least the minimum information of this AMC is supplied:
DANGEROUS GOODS OCCURRENCE REPORT | DGOR No: | ||||
1. Operator: | 2. Date of Occurrence: | 3. Local time of occurrence: | |||
4. Flight date: | |||||
5. Departure aerodrome: | 6. Destination aerodrome: | ||||
7. Aircraft type: | 8. Aircraft registration: | ||||
9. Location of occurrence: | 10. Origin of the goods: | ||||
11. Description of the occurrence, including details of injury, damage, etc. | |||||
12. Proper shipping name (including the technical name): | 13. UN/ID No (when known): | ||||
14.Class/Division (when known): | 15. Subsidiary risk(s): | 16. Packing group: | 17. Category | ||
18. Type of packaging: | 19.Packaging specification marking: | 20. No of packages: | 21. Quantity | ||
22. Name and address of passenger, etc.: | |||||
23. Other relevant information (including suspected cause, any action taken): | |||||
24. Name and title of person making report: | 25. Telephone No: | ||||
26. Company: | 27. Reporters ref: | ||||
28. Address: | 29. Signature: | ||||
30. Date: | |||||
Description of the occurrence (continuation) |
Notes for completion of the form:
1.A dangerous goods accident is as defined in Annex I. For this purpose serious injury is as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council94.
2.The initial report should be dispatched unless exceptional circumstances prevent this. This occurrence report form, duly completed, should be sent as soon as possible, even if all the information is not available.
3.Copies of all relevant documents and any photographs should be attached to this report.
4.Any further information, or any information not included in the initial report, should be sent as soon as possible to the authorities identified in NCC.GEN.150(e).
5.Providing it is safe to do so, all dangerous goods, packagings, documents, etc. relating to the occurrence should be retained until after the initial report has been sent to the authorities identified in NCC.GEN.150(e), and they have indicated whether or not these should continue to be retained.
GM1 NCC.GEN.150 Transport of dangerous goods
ED Decision 2013/021/R
GENERAL
(a)The requirement to transport dangerous goods by air in accordance with the Technical Instructions is irrespective of whether:
(1)the flight is wholly or partly within or wholly outside the territory of a State; or
(2)an approval to carry dangerous goods in accordance with Annex V (Part-SPA), Subpart G is held.
(b)The Technical Instructions provide that in certain circumstances dangerous goods, which are normally forbidden on an aircraft, may be carried. These circumstances include cases of extreme urgency or when other forms of transport are inappropriate or when full compliance with the prescribed requirements is contrary to the public interest. In these circumstances all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that an overall level of safety that is at least equivalent to that provided by the Technical Instructions is achieved. Although exemptions are most likely to be granted for the carriage of dangerous goods that are not permitted in normal circumstances, they may also be granted in other circumstances, such as when the packaging to be used is not provided for by the appropriate packing method or the quantity in the packaging is greater than that permitted. The Technical Instructions also make provision for some dangerous goods to be carried when an approval has been granted only by the State of Origin and the competent authority.
(c)When an exemption is required, the States concerned are those of origin, transit, overflight and destination of the consignment and that of the operator. For the State of overflight, if none of the criteria for granting an exemption are relevant, an exemption may be granted based solely on whether it is believed that an equivalent level of safety in air transport has been achieved.
(d)The Technical Instructions provide that exemptions and approvals are granted by the ‘appropriate national authority’, which is intended to be the authority responsible for the particular aspect against which the exemption or approval is being sought. The operator should ensure that all relevant conditions on an exemption or approval are met.
(e)The exemption or approval referred to in (b) to (d) is in addition to the approval required by Annex V (Part SPA), Subpart G.
SUBPART B: OPERATIONAL PROCEDURES
NCC.OP.100 Use of aerodromes and operating sites
Regulation (EU) No 800/2013
The operator shall only use aerodromes and operating sites that are adequate for the type of aircraft and operation concerned.
AMC1 NCC.OP.100 Use of aerodromes and operating sites
ED Decision 2013/021/R
USE OF OPERATING SITES
(a)The pilot-in-command should have available from a pre-survey or other publication, for each operating site to be used, diagrams or ground and aerial photographs, depiction (pictorial) and description of:
(1)the overall dimensions of the operating site;
(2)location and height of relevant obstacles to approach and take-off profiles and in the manoeuvring area;
(3)approach and take-off flight paths;
(4)surface condition (blowing dust/snow/sand);
(5)provision of control of third parties on the ground (if applicable);
(6)lighting, if applicable;
(7)procedure for activating the operating site in accordance with national regulations, if applicable;
(8)other useful information, for example details of the appropriate ATS agency and frequency; and
(9)site suitability with reference to available aircraft performance.
(b)Where the operator specifically permits operation from sites that are not pre-surveyed, the pilot-in-command should make, from the air, a judgement on the suitability of a site. At least (a)(1) to (a)(6) inclusive and (a)(9) should be considered.
GM1 NCC.OP.100 Use of aerodromes and operating sites
ED Decision 2013/021/R
PUBLICATIONS
‘Other publication’ mentioned in AMC1 NCC.OP.100 refers to publication means, such as:
(a)civil as well as military aeronautical information publication;
(b)visual flight rules (VFR) guides;
(c)commercially available aeronautical publications; and
(d)non-commercially available publications.
NCC.OP.101 Altimeter check and settings
Regulation (EU) 2021/2237
(a)The operator shall establish procedures for altimeter checking before each departure.
(b)The operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the aerodrome or the State of the airspace, if applicable.
GM1 NCC.OP.101 Altimeter check and settings
ED Decision 2022/014/R
ALTIMETER SETTING PROCEDURES
The following paragraphs of ICAO Doc 8168 (PANS-OPS), Volume III provide recommended guidance on how to develop the altimeter setting procedure:
(a)3.2 ‘Pre-flight operational test’;
(b)3.3 ‘Take-off and climb’;
(c)3.5 ‘Approach and landing’.
NCC.OP.105 Specification of isolated aerodromes – aeroplanes
Regulation (EU) 2021/1296
For the selection of alternate aerodromes and the fuel/energy planning and in-flight re-planning policy, the operator shall not consider an aerodrome as an isolated aerodrome unless the flying time to the nearest weather-permissible destination alternate aerodrome is more than:
(a)for aeroplanes with reciprocating engines, 60 minutes; or
(b)for turbine-engined aeroplanes, 90 minutes.
GM1 NCC.OP.105 Specification of isolated aerodromes — aeroplanes
ED Decision 2022/005/R
USE OF AN AERODROME AS AN ISOLATED AERODROME
The concept of an isolated aerodrome allows the operator to use aerodromes that would otherwise be impossible or impractical to use with sufficient fuel to fly to the destination aerodrome and then to a destination alternate aerodrome, provided that operational criteria are used to ensure a safelanding option, for example by specifying a PNR. If alternate fuel is carried, the operator is not required to consider the aerodrome isolated and use the aforementioned operational criteria.
NCC.OP.110 Aerodrome operating minima — general
Regulation (EU) 2021/2237
(a)The operator shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.
(b)The method used to establish aerodrome operating minima shall take all the following elements into account:
(1)the type, performance, and handling characteristics of the aircraft;
(2)the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;
(3)any conditions or limitations stated in the aircraft flight manual (AFM);
(4)the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;
(5)the adequacy and performance of the available visual and non-visual aids and infrastructure;
(6)the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);
(7)the obstacles in the climb-out areas and necessary clearance margins;
(8)any non-standard characteristics of the aerodrome, the IAP or the environment;
(9)the composition of the flight crew, their competence and experience;
(10)the IAP;
(11)the aerodrome characteristics and the available air navigation services (ANS);
(12)any minima that may be promulgated by the State of the aerodrome;
(13)the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits; and
(14)the relevant operational experience of the operator.
(c)The operator shall specify a method of determining aerodrome operating minima in the operations manual.
AMC1 NCC.OP.110 Aerodrome operating minima – general
ED Decision 2013/021/R
COMMERCIALLY AVAILABLE INFORMATION
An acceptable method of specifying aerodrome operating minima is through the use of commercially available information.
AMC2 NCC.OP.110 Aerodrome operating minima – general
ED Decision 2013/021/R
GENERAL
(a)The aerodrome operating minima should not be lower than the values given in NCC.OP.111 or AMC3 NCC.OP.110(c).
(b)Whenever practical approaches should be flown as stabilised approaches (SAps). Different procedures may be used for a particular approach to a particular runway.
(c)Whenever practical, non-precision approaches should be flown using the continuous descent final approach (CDFA) technique. Different procedures may be used for a particular approach to a particular runway.
(d)For approaches not flown using the CDFA technique: when calculating the minima in accordance with NCC.OP.111, the applicable minimum runway visual range (RVR) should be increased by 200 m for Category A and B aeroplanes and by 400 m for Category C and D aeroplanes, provided the resulting RVR/converted meteorological visibility (CMV) value does not exceed 5 000 m. SAp or CDFA should be used as soon as facilities are improved to allow these techniques.
AMC3 NCC.OP.110 Aerodrome operating minima — general
ED Decision 2022/012/R
TAKE-OFF OPERATIONS
(a)General
(1)Take-off minima should be expressed as VIS or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and aircraft characteristics and equipment. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified.
(2)The pilot-in-command should 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 weather-permissible take-off alternate aerodrome is available.
(3)When the reported VIS is below that required for take-off and the RVR is not reported, a take-off should only be commenced if the pilot-in-command can determine that the visibility along the take-off runway/area is equal to or better than the required minimum.
(4)When no reported VIS or RVR is available, a take-off should only be commenced if the pilot-in-command can determine that the visibility along the take-off runway/area is equal to or better than the required minimum.
(b)Visual reference
(1)The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine.
(2)For night operations, the prescribed runway lights should be in operation to mark the runway and any obstacles.
(c)Required RVR or VIS
(1)Aeroplanes
(i)For multi-engined aeroplanes, with such performance that in the event of a critical engine failure at any point during take-off the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima specified by the operator should be expressed as RVR or VIS values not lower than those specified in Table 1.
(ii)Multi-engined aeroplanes without the performance to comply with the conditions in (c)(1)(i) in the event of a critical engine failure may 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 that they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the specified height:
(A)The take-off minima specified by the operator should be based on the height from which the one-engine-inoperative (OEI) net take-off flight path can be constructed.
(B)The RVR minima used should not be lower than either of the values specified in Table 1 or Table 2.
(iii)For single-engined complex aeroplane operations, the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1 below.
Unless the operator is using a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss.
(iv)When the RVR or the VIS is not available, the commander should not commence take-off unless he or she can determine that the actual conditions satisfy the applicable take-off minima.
Table 1
Take-off — aeroplanes (without LVTO approval)
RVR or VIS
Facilities | RVR or VIS (m)* |
Day only: Nil** | 500 |
Day: at least runway edge lights or runway centre line markings Night: at least runway edge lights or runway centre line lights and runway end lights | 400 |
*The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
**The pilot is able to continuously identify the take-off surface and maintain directional control.
Table 2
Take-off — aeroplanes (without LVTO approval)
Assumed engine failure height above the runway versus RVR or VIS
Assumed engine failure height above the take-off runway (ft) | RVR or VIS (m)* |
<50 | 400 |
51–100 | 400 |
101–150 | 400 |
151–200 | 500 |
201–300 | 1 000 |
>300 or if no positive take-off flight path can be constructed | 1 500 |
*The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
(2)Helicopters
(i)For helicopters having a mass where it is possible to reject the take-off and land on the FATO in case of the critical engine failure being recognised at or before the take-off decision point (TDP), the operator should specify an RVR or VIS as takeoff minima in accordance with Table 3.
(ii)For all other cases, the pilot-in-command should operate to take-off minima of 800 m RVR or VIS and remain clear of cloud during the take-off manoeuvre until reaching the performance capabilities of (c)(2)(i).
(iii)For point-in-space (PinS) departures to an initial departure fix (IDF), the takeoff minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot continue visually to the IDF.
Table 3
Take-off — helicopters (without LVTO approval)
RVR or VIS
Onshore aerodromes or operating sites with instrument flight rules (IFR) departure procedures | RVR or VIS (m)** |
No light and no markings (day only) | 400 or the rejected take-off distance, whichever is the greater |
No markings (night) | 800 |
Runway edge/FATO light and centre line marking | 400 |
Runway edge/FATO light, centre line marking and relevant RVR information | 400 |
Offshore helideck* | |
Two-pilot operations | 400 |
Single-pilot operations | 500 |
*The take-off flight path to be free of obstacles.
**On PinS departures to IDF, VIS should not be less than 800 m and the ceiling should not be less than 250 ft.
AMC4 NCC.OP.110 Aerodrome operating minima — general
ED Decision 2022/012/R
DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES
(a)The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown using the continuous descent final approach (CDFA) technique should not be lower than the highest of:
(1)the obstacle clearance height (OCH) for the category of aircraft;
(2)the published approach procedure DH or minimum descent height (MDH) where applicable;
(3)the system minima specified in Table 4;
(4)the minimum DH permitted for the runway specified in Table 5; or
(5)the minimum DH specified in the AFM or equivalent document, if stated.
(b)The MDH for a 2D approach operation flown not using the CDFA technique should not be lower than the highest of:
(1)the OCH for the category of aircraft;
(2)the published approach procedure MDH where applicable;
(3)the system minima specified in Table 4;
(4)the lowest MDH permitted for the runway specified in Table 5; or
(5)the lowest MDH specified in the AFM, if stated.
DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS
(c)The DH or MDH should not be lower than the highest of:
(1)the OCH for the category of aircraft used;
(2)the published approach procedure DH or MDH where applicable;
(3)the system minima specified in Table 4;
(4)the lowest DH or MDH permitted for the runway/FATO specified in Table 6 if applicable; or
(5)the lowest DH or MDH specified in the AFM, if stated.
Table 4
System minima — all aircraft
Facility | Lowest DH/MDH (ft) |
ILS/MLS/GLS | 200 |
GNSS/SBAS (LPV) | 200* |
Precision approach radar (PAR) | 200 |
GNSS/SBAS (LP) | 250 |
GNSS (LNAV) | 250 |
GNSS/Baro VNAV (LNAV/VNAV) | 250 |
Helicopter PinS approach | 250** |
LOC with or without DME | 250 |
SRA (terminating at ½ NM) | 250 |
SRA (terminating at 1 NM) | 300 |
SRA (terminating at 2 NM or more) | 350 |
VOR | 300 |
VOR/DME | 250 |
NDB | 350 |
NDB/DME | 300 |
VDF | 350 |
*For localiser performance with vertical guidance (LPV), a DH of 200 ft may be used only if the published final approach segment (FAS) datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft.
**For PinS approaches with instructions to ‘proceed VFR’ to an undefined or virtual destination, the DH or MDH should be with reference to the ground below the MAPt.
Table 5
Runway type minima — aeroplanes
Runway type | Lowest DH/MDH (ft) |
Precision approach (PA) runway, category I | 200 |
NPA runway | 250 |
Non-instrument runway | Circling minima as shown in Table 1 |
Table 6
Type of runway/FATO versus lowest DH/MDH — helicopters
Type of runway/FATO | Lowest DH/MDH (ft) |
PA runway, category I NPA runway Non-instrument runway | 200 |
Instrument FATO FATO | 200 250 |
Table 6 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.
AMC5 NCC.OP.110 Aerodrome operating minima
ED Decision 2023/007/R
DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES
(a)The RVR or VIS for straight-in instrument approach operations should not be less than the greatest of the following:
(1)the minimum RVR or VIS for the type of runway used according to Table 7; or
(2)the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 8; or
(3)the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 9.
If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.
(b)For Category A and B aeroplanes, if the RVR or VIS determined in accordance with point (a) is greater than 1 500 m, then 1 500 m should be used.
(c)If the approach is flown with a level flight segment at or above the MDA/H, then 200 m should be added to the RVR calculated in accordance with (a) and (b) for Category A and B aeroplanes and 400 m for Category C and D aeroplanes.
(d)The visual aids should comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 10.
Table 7
Type of runway versus minimum RVR or VIS — aeroplanes
Type of runway | Minimum RVR or VIS (m) |
PA runway, category I | RVR 550 |
NPA runway | RVR 750 |
Non-instrument runway | VIS according to Table 1 in NCC.OP.112 |
Table 8
RVR versus DH/MDH
DH or MDH | Class of lighting facility | |||||
FALS | IALS | BALS | NALS | |||
RVR (m) | ||||||
200 | - | 210 | 550 | 750 | 1 000 | 1 200 |
211 | - | 240 | 550 | 800 | 1 000 | 1 200 |
241 | - | 250 | 550 | 800 | 1 000 | 1 300 |
251 | - | 260 | 600 | 800 | 1 100 | 1 300 |
261 | - | 280 | 600 | 900 | 1 100 | 1 300 |
281 | - | 300 | 650 | 900 | 1 200 | 1 400 |
301 | - | 320 | 700 | 1 000 | 1 200 | 1 400 |
321 | - | 340 | 800 | 1 100 | 1 300 | 1 500 |
341 | - | 360 | 900 | 1 200 | 1 400 | 1 600 |
361 | - | 380 | 1 000 | 1 300 | 1 500 | 1 700 |
381 | - | 400 | 1 100 | 1 400 | 1 600 | 1 800 |
401 | - | 420 | 1 200 | 1 500 | 1 700 | 1 900 |
421 | - | 440 | 1 300 | 1 600 | 1 800 | 2 000 |
441 | - | 460 | 1 400 | 1 700 | 1 900 | 2 100 |
461 | - | 480 | 1 500 | 1 800 | 2 000 | 2 200 |
481 | - | 500 | 1 500 | 1 800 | 2 100 | 2 300 |
501 | - | 520 | 1 600 | 1 900 | 2 100 | 2 400 |
521 | - | 540 | 1 700 | 2 000 | 2 200 | 2 400 |
541 | - | 560 | 1 800 | 2 100 | 2 300 | 2 400 |
561 | - | 580 | 1 900 | 2 200 | 2 400 | 2 400 |
581 | - | 600 | 2 000 | 2 300 | 2 400 | 2 400 |
601 | - | 620 | 2 100 | 2 400 | 2 400 | 2 400 |
621 | - | 640 | 2 200 | 2 400 | 2 400 | 2 400 |
641 | - | 660 | 2 300 | 2 400 | 2 400 | 2 400 |
661 | and above | 2 400 | 2 400 | 2 400 | 2 400 | |
Table 9
Visual and non-visual aids and/or on-board equipment versus minimum RVR — aeroplanes
Type of approach | Facilities | Lowest RVR | |
Multi-pilot operations | Single-pilot operations | ||
3D operations Final approach track offset ≤15o for category A and B aeroplanes or ≤5o for Category C and D aeroplanes | runway touchdown zone lights (RTZL) and runway centre line lights (RCLL) | No limitation | |
without RTZL and RCLL but using HUDLS or equivalent system; without RTZL and RCLL but using autopilot or flight director to the DH | No limitation | 600 m | |
No RTZL and RCLL, not using HUDLS or equivalent system or autopilot to the DH | 750 m | 800 m | |
3D operations | runway touchdown zone lights (RTZL) and runway centre line lights (RCLL) and Final approach track offset > 15o for Category A and B aeroplanes or Final approach track offset > 5o for Category C and D aeroplanes | 800 m | 1 000 m |
3D operations | without RTZL and RCLL but using HUDLS or equivalent system; autopilot or flight director to the DH and Final approach track offset > 15o for Category A and B aeroplanes or Final approach track offset > 5o for Category C and D aeroplanes | 800 m | 1 000 m |
2D operations | Final approach track offset ≤15o for category A and B aeroplanes or ≤5o for Category C and D aeroplanes | 750 m | 2D operations |
Final approach track offset > 15o for Category A and B aeroplanes | 1 000 m | 1 000 m | |
Final approach track offset > 5o for Category C and D aeroplanes | 1 200 m | 1 200 m | |
Table 10
Approach lighting systems — aeroplanes
Class of lighting facility | Length, configuration and intensity of approach lights |
FALS | CAT I lighting system (HIALS ≥720 m) distance coded centre line, barrette centre line |
IALS | Simple approach lighting system (HIALS 420–719 m) single source, barrette |
BALS | Any other approach lighting system (HIALS, MALS or ALS 210–419 m) |
NALS | Any other approach lighting system (HIALS, MALS or ALS <210 m) or no approach lights |
(e)For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in Table 15.
(f)Where any visual or non-visual aid specified for the approach and assumed to be available in the determination of operating minima is unavailable, revised operating minima will need to be determined.
AMC6 NCC.OP.110 Aerodrome operating minima — general
ED Decision 2022/012/R
DETERMINATION OF RVR OR VIS FOR TYPE A INSTRUMENT APPROACH AND TYPE B CAT I INSTRUMENT APPROACH OPERATIONS — HELICOPTERS
(a)For IFR operations, the RVR or VIS should not be less than the greatest of:
(1)the minimum RVR or VIS for the type of runway/FATO used according to Table 11;
(2)the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 12; or
(3)for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO or its approach light system.
If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.
(b)For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules.
(c)For type A instrument approaches where the MAPt is within ½ NM of the landing threshold, the approach minima specified for FALS may be used regardless of the length of approach lights available. However, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings are still required.
(d)An RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, MLS, GLS or LPV, in which case normal minima apply.
(e)For night operations, ground lights should be available to illuminate the FATO/runway and any obstacles.
(f)The visual aids should comprise standard runway day markings, runway edge lights, threshold lights and runway end lights and approach lights as specified in Table 13.
(g)For night operations or for any operation where credit for runway and approach lights as defined in Table 13 is required, the lights should be on and serviceable except as provided for in Table 15.
Table 11
Type of runway/FATO versus minimum RVR or VIS — helicopters
Type of runway/FATO | Minimum RVR or VIS |
PA runway, category I NPA runway Non-instrument runway | RVR 550 m |
Instrument FATO FATO | RVR 550 m RVR or VIS 800 m |
Table 12
Onshore helicopter instrument approach minima
DH/MDH (ft) | Facilities versus RVR (m) | |||
FALS | IALS | BALS | NALS | |
200 | 550 | 600 | 700 | 1 000 |
201–249 | 550 | 650 | 750 | 1 000 |
250–299 | 600* | 700* | 800 | 1 000 |
300 and above | 750* | 800 | 900 | 1 000 |
*Minima on 2D approach operations should be no lower than 800 m.
Table 13
Approach lighting systems — helicopters
Class of lighting facility | Length, configuration and intensity of approach lights |
FALS | CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line |
IALS | Simple approach lighting system (HIALS 420–719 m) single source, barrette |
BALS | Any other approach lighting system (HIALS, MALS or ALS 210–419 m) |
NALS | Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights |
AMC7 NCC.OP.110 Aerodrome operating minima – general
ED Decision 2013/021/R
VISUAL APPROACH OPERATIONS
For a visual approach operation the RVR should not be less than 800 m.