Easy Access Rules for Air Operations

ED Decision 2023/007/R

RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

(a)The RVR (or for non-instrument runways, VIS) for straight-in instrument approach operations should not be less than the greatest of the following:

(1)the minimum RVR (or for non-instrument runways, VIS) for the type of runway used according to Table 1;

(2)the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 2;

(3)the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 3.

(b)For Category A and B aeroplanes, if the RVR determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used.

(c)The visual aids, if available, may comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 6.

(d)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 GM5 NCO.OP.110.

Table 1

Type of runway versus minimum RVR or VIS — aeroplanes

Table 2

RVR versus DH/MDH

Table 3

Visual and non-visual aids and/or on-board equipment versus minimum RVR — aeroplanes

DETERMINATION OF RVR FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

(e)For IFR operations, the RVR should not be less than the greatest of the following:

(1)the minimum RVR for the type of runway/FATO used according to Table 4; or

(2)the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 5;

(3)for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO/approach light system.

(f)For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules.

(g)The visual aids, if available, may comprise standard runway day markings, runway edge lights, threshold lights, runway, end lights and approach lights as defined in Table 6.

(h)For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable.

Table 4

Type of runway/FATO versus minimum RVR — helicopters

Table 5

DH/MDH versus minimum RVR — helicopters

*Minima on 2D approach operations should be no lower than 800 m.

APPROACH LIGHTING SYSTEMS — AEROPLANES AND HELICOPTERS

Table 6

Approach lighting systems

ED Decision 2022/012/R

VISUAL APPROACH

For a visual approach operation, the RVR should not be less than 800 m.

ED Decision 2023/007/R

AIRCRAFT CATEGORIES

(a)Aircraft categories should be based on the indicated airspeed at threshold (VAT), which is equal to the stalling speed (VSO) multiplied by 1.3 or where published 1-g (gravity) stall speed (VS1g) multiplied by 1.23 in the landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the higher resulting VAT should be used.

(b)The aircraft categories specified in Table 7 should be used.

Table 7: Aircraft categories corresponding to VAT values

(c)Helicopters are also eligible for Category H where applicable.

ED Decision 2022/012/R

FLIGHTS WITH VFR AND IFR SEGMENTS

Where a flight contains VFR and IFR segments, aerodrome operating minima need be established only as far as relevant to the IFR segments. Attention is drawn to NCO.OP.160 (a) and (c), according to which, the pilot-in-command shall be satisfied that the VFR segments will be conducted in conditions at or above the applicable VFR operating minima. For example, for a VFR departure changing to IFR at a transition point en-route and an IFR arrival at destination, the pilot-in-command should be satisfied that VMC will exist up to the transition point, and aerodrome operating minima should be established for the destination and any alternate destinations required.

ED Decision 2022/012/R

MEANS TO DETERMINE THE REQUIRED RVR BASED ON DH AND LIGHTING FACILITIES

(a)The values in Table 2 are derived from the formula below:

RVR (m) = [(DH/MDH (ft) x 0.3048)/tanα] — length of approach lights (m),

where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 2 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table.

(b)The lighting system classes in Table 2 have the meaning specified in Table 6.

ED Decision 2022/012/R

USE OF THIRD-PARTY INFORMATION

If a pilot-in-command uses information provided by a third party for aerodrome operating minima, the pilot-in-command verifies that the method for calculating minima is in accordance with this Regulation.

ED Decision 2022/012/R

EFFECT OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT ON LANDING MINIMA

(a)Lighting in Table 5 should be considered only if the relevant lighting is operating. For example, if components of a FALS have failed leaving only the last 250 m operating normally, the lighting facilities should be treated as BALS.

(b)Failures of standby equipment, standby power systems, middle markers and RVR assessment systems have no effect on minima.

ED Decision 2022/012/R

VISUAL AND NON-VISUAL AIDS AND INFRASTRUCTURE

‘Visual and non-visual aids and infrastructure’ refers to all equipment and facilities required for the procedure to be used for the intended instrument approach operation. This includes but is not limited to, lights, markings, ground or space-based radio aids, etc.

Regulation (EU) 2021/2237

(a)The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown with the continuous descent final approach (CDFA) technique shall 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 minimum specified in Table 1;

(4)the minimum DH specified in the AFM or equivalent document, if stated.

(b)The MDH for a 2D approach operation flown without the CDFA technique shall 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 minimum specified in Table 1; or

(4)the minimum MDH specified in the AFM, if stated.

Table 1

System minima

ED Decision 2022/012/R

DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS AND RUNWAY

When determining the DH/MDH in accordance with the obstacle clearance hight (OCH) for the category of aircraft and the published approach procedure DH or minimum descent height (MDH), the pilot should determine whether the obstacle limitation surface is appropriate for the type of instrument approach flown and runway as this matter may have an impact on the calculation of the OCH and DH/MDH. When this information is not available (e.g. not mentioned in the AIP, etc.), then the pilot should take into account Table 8 or 9 below, as applicable, when determining the DH/MDH:

Table 8

Runway type minima — aeroplanes

Table 9

Type of runway/FATO minima — helicopters

Table 8 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.

ED Decision 2022/012/R

APPROACH OPERATIONS — VERTICAL PATH CONTROL FOR NPA

(a)During a 3D instrument approach operation (using both lateral and vertical navigation guidance), the displayed vertical path should be followed continuously. The approach may be continued to DA/H, at which point a missed approach must be initiated if visual reference is not acquired.

(b)During a 2D instrument approach operation (using lateral navigation guidance only) flown using the continuous descent final approach (CDFA) technique, the vertical path should be approximated continuously by:

(1)choosing an appropriate vertical speed;

(2)cross-checking level against position along the approach; and

(3)adapting the vertical speed as required.

The approach may be continued to DA/H or the missed approach point (MAPt) (whichever is reached first), at which point a missed approach must be initiated if visual reference is not acquired. There is no MDH for an NPA flown using the CDFA technique. An aircraft may descend briefly below the DH on an NPA flown using the CDFA technique, in the same way as it may on a PA or APV.

(c)During a 2D instrument approach operation (using lateral navigation guidance only) flown using the step-down (non-CDFA) technique, the vertical path consists of a sequence of one or more descents to the next published level (i.e. the MDA/H or height at the next stepdown fix). The aircraft may fly level at the MDA/H until reaching the MAPt, where a missed approach must be initiated if visual reference is not acquired.

The CDFA technique has substantially improved safety performance in commercial air transport operations with complex motor-powered aircraft. In lighter, more manoeuvrable aircraft, operated by a single pilot, which may be accustomed to shorter and steeper visual approaches, there may sometimes be advantages to a step-down technique. Due consideration should be given to the choice of vertical path control at the planning stage of flight.

ED Decision 2022/012/R

DH/MDH — CALCULATION OF DA/MDA

NCO.OP.111 refers to DH and MDH because the rule compares heights with other heights (system minima, minimum DH in the AFM, etc.). Usually, the DH or MDH will be converted to DA or MDA for operational use by adding the threshold elevation.

ED Decision 2022/012/R

DH/MDH — PinS APPROACHES WITH VIRTUAL DESTINATION

For PinS approaches with instructions to ‘proceed VFR’ that are not associated with a runway/FATO/operating site, DH/MDH can be established with reference to the ground below the MAPt.

Regulation (EU) 2021/2237

(a)The MDH for a circling approach operation with aeroplanes shall not be lower than the highest of:

(1)the published circling OCH for the aeroplane category;

(2)the minimum circling height derived from Table 1; or

(3)the DH/MDH of the preceding IAP.

(b)The minimum visibility for a circling approach operation with aeroplanes shall be the highest of:

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

(2)the minimum visibility derived from Table 1.

Table 1

MDH and minimum visibility for circling per aeroplane category aeroplane category

ED Decision 2022/012/R

SUPPLEMENTAL INFORMATION

(a)The purpose of this Guidance Material is to provide pilots with supplemental information regarding the application of aerodrome operating minima in relation to circling approaches.

(b)Conduct of flight — general:

(1)the MDH and obstacle clearance height (OCH) included in the procedure are referenced to aerodrome elevation;

(2)the MDA is referenced to mean sea level; and

(3)for these procedures, the applicable visibility is the flight visibility.

(c)Instrument approach followed by visual manoeuvring (circling) without prescribed tracks:

(1)When the aeroplane is on the initial instrument approach, before visual reference is established, but not below MDA/H — the aeroplane should follow the corresponding instrument approach procedure (IAP) until the appropriate instrument MAPt is reached.

(2)At the beginning of the level flight phase at or above the MDA/H, the instrument approach track should be maintained until the pilot:

(i)estimates that, in all probability, visual contact with the runway of intended landing or the runway environment will be maintained during the entire circling procedure;

(ii)estimates that the aeroplane is within the circling area before commencing circling; and

(iii)is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate visual references.

(3)When reaching the published instrument MAPt and the conditions stipulated in (c)(2) are unable to be established by the pilot, a missed approach should be carried out in accordance with that instrument approach procedure.

(4)After the aeroplane has left the track of the initial instrument approach, the flight phase outbound from the runway should be limited to an appropriate distance, which is required to align the aeroplane onto the final approach. Such manoeuvres should be conducted to enable the aeroplane:

(i)to attain a controlled and stable descent path to the intended landing runway; and

(ii)to remain within the circling area and in such a way that visual contact with the runway of intended landing or runway environment is maintained at all times.

(5)Flight manoeuvres should be carried out at an altitude/height that is not less than the circling MDA/H.

(6)Descent below MDA/H should not be initiated until the threshold of the runway to be used has been appropriately identified. The aeroplane should be in a position to continue with a normal rate of descent and land within the touchdown zone.

(d)Instrument approach followed by a visual manoeuvring (circling) with prescribed track:

(1)The aeroplane should remain on the initial instrument approach procedure until one of the following is reached:

(i)the prescribed divergence point to commence circling on the prescribed track; or

(ii)the MAPt.

(2)The aeroplane should be established on the instrument approach track determined by the radio navigation aids, RNAV, RNP, or ILS, MLS or GLS in level flight at or above the MDA/H at or by the circling manoeuvre divergence point.

(3)If the divergence point is reached before the required visual reference is acquired, a missed approach should be initiated not later than the MAPt and completed in accordance with the initial instrument approach procedure.

(4)When commencing the prescribed circling manoeuvre at the published divergence point, the subsequent manoeuvres should be conducted to comply with the published routing and published heights/altitudes.

(5)Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the published visual reference does not need to be maintained unless:

(i)required by the State of the aerodrome; or

(ii)the circling MAPt (if published) is reached.

(6)If the prescribed circling manoeuvre has a published MAPt and the required visual reference has not been obtained by that point, a missed approach should be executed in accordance with (e)(2) and (e)(3).

(7)Subsequent further descent below MDA/H should only commence when the required visual reference has been obtained.

(8)Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H until the threshold of the intended landing runway has been identified and the aeroplane is in a position to continue with a normal rate of descent to land within the touchdown zone.

(e)Missed approach:

(1)Missed approach during the instrument procedure prior to circling:

(i)if the missed approach is required to be flown when the aeroplane is positioned on the instrument approach track defined by radio navigation aids, RNAV, RNP or ILS, MLS or GLS and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or

(ii)if the instrument approach procedure is carried out with the aid of an ILS, MLS or a stabilised approach (SAp), the MAPt associated with an ILS or MLS procedure without glide path (GP-out procedure) or the SAp, where applicable, should be used.

(2)If a prescribed missed approach is published for the circling manoeuvre, this overrides the manoeuvres prescribed below.

(3)If visual reference is lost while circling to land after the aeroplane has departed from the initial instrument approach track, the missed approach specified for that particular instrument approach should be followed. It is expected that the pilot will make an initial climbing turn toward the intended landing runway to a position overhead of the aerodrome where the pilot will establish the aeroplane in a climb on the instrument missed approach segment.

(4)The aeroplane should not leave the visual manoeuvring (circling) area, which is obstacle protected, unless:

(i)established on the appropriate missed approach procedure; or

(ii)at minimum sector altitude (MSA).

(5)All turns should be made in the same direction and the aeroplane should remain within the circling protected area while climbing either:

(i)to the altitude assigned to any published circling missed approach manoeuvre if applicable;

(ii)to the altitude assigned to the missed approach of the initial instrument approach;

(iii)to the MSA;

(iv)to the minimum holding altitude (MHA) applicable for transition to a holding facility or fix, or continue to climb to an MSA; or

(v)as directed by ATS.

When the missed approach procedure is commenced on the ‘downwind’ leg of the circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane on the initial instrument approach missed approach path, provided the aeroplane remains within the protected circling area.

The pilot-in-command should be responsible for ensuring adequate terrain clearance during the above-stipulated manoeuvres, particularly during the execution of a missed approach initiated by ATS.

(6)Because 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. In particular, all turns are to be in the prescribed direction if this is restricted, e.g. to the west/east (left or right hand) to remain within the protected circling area.

(7)If a missed approach procedure is published for a particular runway onto which the aeroplane is conducting a circling approach and the aeroplane has commenced a manoeuvre to align with the runway, the missed approach for this direction may be accomplished. The ATS unit should be informed of the intention to fly the published missed approach procedure for that particular runway.

(8)The pilot-in-command should advise ATS when any missed approach procedure has been commenced, the height/altitude the aeroplane is climbing to and the position the aeroplane is proceeding towards and/or heading the aeroplane is established on.

ED Decision 2022/012/R

DH/MDH — CALCULATION OF DA/MDA

NCO.OP.112 refers to MDH because the rule compares heights with other heights (minimum circling height, OCH, etc.). Usually, the MDH will be converted to MDA for operational use by adding the aerodrome elevation.

Regulation (EU) No 379/2014

The MDH for an onshore circling operation with helicopters shall not be lower than 250 ft and the meteorological visibility not less than 800 m.

Regulation (EU) No 800/2013

(a)The pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used.

(b)The pilot-in-command may deviate from a published departure route, arrival route or approach procedure:

(1)provided obstacle clearance criteria can be observed, full account is taken of the operating conditions and any ATC clearance is adhered to; or

(2)when being radar-vectored by an ATC unit.

ED Decision 2022/012/R

ARRIVALS AND DEPARTURES UNDER IFR WHERE NO INSTRUMENT FLIGHT PROCEDURES ARE PUBLISHED

When arriving or departing under IFR to/from an aerodrome or operating site with no published instrument flight procedure, the pilot-in-command should ensure that sufficient obstacle clearance is available for safe operation. This may be achieved, for example, by climbing or descending visually when below a minimum altitude at which obstacle clearance is known to exist.

When operating IFR in uncontrolled airspace, separation from other aircraft remains the responsibility of the pilot-in-command. The pilot-in-command should also comply with any flight planning and communication requirements designated by the competent authority under SERA.4001(b)(3) and SERA.5025(b). Any ATC clearance required to enter controlled airspace must be obtained prior to entry.

Regulation (EU) 2016/1199

The pilot-in-command shall ensure that, when PBN is required for the route or procedure to be flown:

(a)the relevant PBN navigation specification is stated in the AFM or other document that has been approved by the certifying authority as part of an airworthiness assessment or is based on such approval; and

(b)the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document mentioned above.

ED Decision 2016/018/R

PBN OPERATIONS

For operations where a navigation specification for performance-based navigation (PBN) has been prescribed and no specific approval is required in accordance with SPA.PBN.100, the pilot-in-command should:

(a)use operating procedures specifying:

(1)normal, abnormal and contingency procedures;

(2)electronic navigation database management; and

(3)relevant entries in the minimum equipment list (MEL), where applicable;

(b)ensure that he/she is appropriately trained for the intended operation.

ED Decision 2016/018/R

MONITORING AND VERIFICATION

(a)Preflight and general considerations

(1)At navigation system initialisation, the pilot-in-command should confirm that the navigation database is current and verify that the aircraft position, if required, has been entered correctly.

(2)The active flight plan, if applicable, should be checked by comparing the charts or other applicable documents with navigation equipment and displays. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. Where relevant, the RF leg arc radii should be confirmed.

(3)The pilot-in-command should check that the navigation aids critical to the operation of the intended PBN procedure are available.

(4)The pilot-in-command should confirm the navigation aids that should be excluded from the operation, if any.

(5)An arrival, approach or departure procedure should not be used if the validity of the procedure in the navigation database has expired.

(b)Departure

(1)Prior to commencing a take-off on a PBN procedure, the pilot-in-command should verify that the area navigation system is available and operating correctly and the correct aerodrome and runway data has been loaded. A positive check should be made that the indicated aircraft position is consistent with the actual aircraft position at the start of the take-off roll (aeroplanes) or lift-off (helicopters).

(2)Where GNSS is used, the signal should be acquired before the take-off roll (aeroplanes) or lift-off (helicopters) commences.

(3)Unless automatic updating of the actual departure point is provided, the pilot-in-command should ensure initialisation on the runway or FATO either by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off.

(c)Arrival and approach

(1)The pilot-in-command should verify that the navigation system is operating correctly and the correct arrival procedure and runway (including any applicable transition) are entered and properly depicted.

(2)Any published altitude and speed constraints should be observed.

(3)The pilot-in-command should check approach procedures (including alternate aerodromes if needed) as extracted by the system (e.g. CDU flight plan page) or presented graphically on the moving map, in order to confirm the correct loading and the reasonableness of the procedure content.

(4)Prior to commencing the approach operation (before the IAF), the pilot-in-command should verify the correctness of the loaded procedure by comparison with the appropriate approach charts. This check should include:

(i)the waypoint sequence;

(ii)reasonableness of the tracks and distances of the approach legs and the accuracy of the inbound course; and

(iii)the vertical path angle, if applicable.

(d)Altimetry settings for RNP APCH operations using Baro VNAV

(1)Barometric settings

(i)The pilot-in-command should set and confirm the correct altimeter setting and check that the two altimeters provide altitude values that do not differ more than 100 ft at the most at or before the FAF.

(ii)The pilot-in-command should fly the procedure with:

(A)a current local altimeter setting source available — a remote or regional altimeter setting source should not be used; and

(B)the QNH/QFE, as appropriate, set on the aircraft’s altimeters.

(2)Temperature compensation

(i)For RNP APCH operations to LNAV/VNAV minima using Baro VNAV:

(A)the pilot-in-command should not commence the approach when the aerodrome temperature is outside the promulgated aerodrome temperature limits for the procedure, unless the area navigation system is equipped with approved temperature compensation for the final approach;

(B)when the temperature is within promulgated limits, the pilot-in-command should not make compensation to the altitude at the FAF; and

(C)since only the final approach segment is protected by the promulgated aerodrome temperature limits, the pilot-in-command should consider the effect of temperature on terrain and obstacle clearance in other phases of flight.

(ii)For RNP APCH operations to LNAV minima using Baro VNAV:

(A)the pilot-in-command should consider the effect of temperature on terrain and obstacle clearance in all phases of flight, in particular on any step-down fix;

(B)if the temperature is outside promulgated limits for RNP APCH to LNAV/VNAV minima, the pilot-in-command should not use a Baro VNAV function for vertical guidance, unless the area navigation system is equipped with approved temperature compensation for the final approach.

(e)Sensor and lateral navigation accuracy selection

(1)For multi-sensor systems, the pilot-in-command should verify, during the approach, that the GNSS sensor is used for position computation.

(2)For aircraft with RNP input selection capability, the pilot-in-command should confirm that the indicated RNP value is appropriate for the PBN operation.

ED Decision 2016/018/R

MANAGAMENT OF THE NAVIGATION DATABASE

(a)For RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH, the pilot-in-command should neither insert nor modify waypoints by manual entry into a procedure (departure, arrival or approach) that has been retrieved from the database. User-defined data may be entered and used for waypoint altitude/speed constraints on a procedure where said constraints are not included in the navigation database coding.

(b)For RNP 4 operations, the pilot-in-command should not modify waypoints that have been retrieved from the database. User-defined data (e.g. for flex-track routes) may be entered and used.

(c)The lateral and vertical definition of the flight path between the FAF and the missed approach point (MAPt) retrieved from the database should not be revised by the pilot-in-command.

ED Decision 2016/018/R

DISPLAYS AND AUTOMATION

(a)For RNAV 1, RNP 1, and RNP APCH operations, the pilot-in-command should use a lateral deviation indicator, and where available, flight director and/or autopilot in lateral navigation mode.

(b)The appropriate displays should be selected so that the following information can be monitored:

(1)the computed desired path;

(2)aircraft position relative to the lateral path (cross-track deviation) for FTE monitoring; and

(3)aircraft position relative to the vertical path (for a 3D operation).

(c)The pilot-in-command of an aircraft with a lateral deviation indicator (e.g. CDI) should ensure that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation accuracy associated with the various segments of the procedure.

(d)The pilot-in-command should maintain procedure centrelines unless authorised to deviate by ATC or demanded by emergency conditions.

(e)Cross-track error/deviation (the difference between the area-navigation-system-computed path and the aircraft-computed position) should normally be limited to ± ½ time the RNAV/RNP value associated with the procedure. Brief deviations from this standard (e.g. overshoots or undershoots during and immediately after turns) up to a maximum of 1 time the RNAV/RNP value should be allowable.

(f)For a 3D approach operation, the pilot-in-command should use a vertical deviation indicator and, where required by AFM/POH limitations, a flight director or autopilot in vertical navigation mode.

(g)Deviations below the vertical path should not exceed 75 ft at any time, or half-scale deflection where angular deviation is indicated, and not more than 75 ft above the vertical profile, or half-scale deflection where angular deviation is indicated, at or below 1 000 ft above aerodrome level. The pilot-in-command should execute a missed approach if the vertical deviation exceeds this criterion, unless the pilot-in-command has in sight the visual references required to continue the approach.

ED Decision 2016/018/R

VECTORING AND POSITIONING

(a)ATC tactical interventions in the terminal area may include radar headings, ‘direct to’ clearances which bypass the initial legs of an approach procedure, interceptions of an initial or intermediate segments of an approach procedure or the insertion of additional waypoints loaded from the database.

(b)In complying with ATC instructions, the pilot-in-command should be aware of the implications for the navigation system.

(c)‘Direct to’ clearances may be accepted to the IF provided that it is clear to the pilot-in-command that the aircraft will be established on the final approach track at least 2 NM before the FAF.

(d)‘Direct to’ clearance to the FAF should not be acceptable. Modifying the procedure to intercept the final approach track prior to the FAF should be acceptable for radar-vectored arrivals or otherwise only with ATC approval.

(e)The final approach trajectory should be intercepted no later than the FAF in order for the aircraft to be correctly established on the final approach track before starting the descent (to ensure terrain and obstacle clearance).

(f)‘Direct to’ clearances to a fix that immediately precede an RF leg should not be permitted.

(g)For parallel offset operations en route in RNP 4 and A-RNP, transitions to and from the offset track should maintain an intercept angle of no more than 45° unless specified otherwise by ATC.

ED Decision 2016/018/R

ALERTING AND ABORT

(a)Unless the pilot-in-command has sufficient visual reference to continue the approach operation to a safe landing, an RNP APCH operation should be discontinued if:

(1)navigation system failure is annunciated (e.g. warning flag);

(2)lateral or vertical deviations exceed the tolerances; and

(3)loss of the on-board monitoring and alerting system.

(b)Discontinuing the approach operation may not be necessary for a multi-sensor navigation system that includes demonstrated RNP capability without GNSS in accordance with the AFM/POH.

(c)Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the pilot-in-command may decide to continue the approach to LNAV minima, when supported by the navigation system.

ED Decision 2016/018/R

CONTINGENCY PROCEDURES

(a)The pilot-in-command should make the necessary preparation to revert to a conventional arrival procedure where appropriate. The following conditions should be considered:

(1)failure of the navigation system components including navigation sensors, and a failure effecting flight technical error (e.g. failures of the flight director or autopilot);

(2)multiple system failures affecting aircraft performance;

(3)coasting on inertial sensors beyond a specified time limit; and

(4)RAIM (or equivalent) alert or loss of integrity function.

(b)In the event of loss of PBN capability, the pilot-in-command should invoke contingency procedures and navigate using an alternative means of navigation.

(c)The pilot-in-command should notify ATC of any problem with PBN capability.

(d)In the event of communication failure, the pilot-in-command should continue with the operation in accordance with published lost communication procedures.

ED Decision 2016/018/R

RNAV 10

(a)Operating procedures and routes should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace.

(b)The operator may extend RNAV 10 inertial navigation time by position updating. The operator should calculate, using statistically-based typical wind scenarios for each planned route, points at which updates can be made, and the points at which further updates will not be possible.

ED Decision 2016/018/R

DESCRIPTION

(a)For both, RNP X and RNAV X designations, the ‘X’ (where stated) refers to the lateral navigation accuracy (total system error) in NM, which is expected to be achieved at least 95 % of the flight time by the population of aircraft operating within the airspace, route or procedure. For RNP APCH and A-RNP, the lateral navigation accuracy depends on the segment.

(b)PBN may be required on notified routes, for notified procedures and in notified airspace.

RNAV 10

(c)For purposes of consistency with the PBN concept, this Regulation is using the designation ‘RNAV 10’ because this specification does not include on-board performance monitoring and alerting.

(d)However, it should be noted that many routes still use the designation ‘RNP 10’ instead of ‘RNAV 10’. ‘RNP 10’ was used as designation before the publication of the fourth edition of ICAO Doc 9613 in 2013. The terms ‘RNP 10’ and ‘RNAV 10’ should be considered equivalent.

Regulation (EU) 2025/133

The pilot-in-command shall take into account published noise abatement procedures to minimise the effect of aircraft noise while ensuring that safety has priority over noise abatement.

Regulation (EU) 2025/133

(a)The pilot-in-command shall ensure that the quantity of fuel/energy and oil that is carried on board is sufficient, taking into account the meteorological conditions, any element affecting the performance of the aircraft, any delays that are expected in flight, and any contingencies that may reasonably be expected to affect the flight.

(b)The pilot-in-command shall plan a quantity of fuel/energy to be protected as final reserve fuel/energy to ensure a safe landing. The pilot-in-command shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:

(1)the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; and

(2)the likelihood of unexpected circumstances that the final reserve fuel/energy may no longer be protected.

(c)The pilot-in-command shall commence a flight only if the aircraft carries sufficient fuel/energy and oil:

(1)when no destination alternate is required, to fly to the aerodrome or operating site of intended landing, plus the final reserve fuel/energy; or

(2)when a destination alternate is required, to fly to the aerodrome or operating site of intended landing, and thereafter, to an alternate aerodrome, plus the final reserve fuel/energy.

ED Decision 2025/023/R

PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY

The final reserve fuel (FRF)/energy should be no less than the required fuel/energy to fly:

(a)for aeroplanes:

(1)for 10 minutes at maximum continuous cruise power at 1 500 ft (450 m) above the destination under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within sight of that aerodrome/landing site;

(2)for 30 minutes at holding speed at 1 500 ft (450 m) above the destination under VFR by day; and

(3)for 45 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under VFR flights by night and IFR; and

(b)for rotorcraft:

(1)for 10 minutes at best-range speed under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within 25 NM of that aerodrome/landing site, when needed for the purpose of specialised operations;

(2)for 20 minutes at best-range speed for other VFR flights; and

(3)for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under IFR.

ED Decision 2025/023/R

FINAL RESERVE FUEL/ENERGY

The quantity of the FRF/energy should be planned before flight and be an easily recalled figure against which the pilot-in-command can assess the current fuel/energy state of the aircraft.

ED Decision 2025/023/R

FINAL RESERVE FUEL/ENERGY PROTECTION

The planned FRF/energy should be protected as a reserve in normal operations. If the fuel/energy on board falls below the FRF/energy, the pilot-in-command should consider this to be an emergency. The FRF/energy should not be used as contingency fuel in normal operations.

When the FRF/energy can no longer be protected, then a fuel/energy emergency should be declared and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

ED Decision 2025/023/R

LIKELIHOOD OF UNEXPECTED CIRCUMSTANCES TO INCREASE WITH FLIGHT DURATION

The likelihood of unexpected circumstances arising after the aircraft is fuelled may increase with the duration of the planned flight (for example, during a long flight, a problem at the destination aerodrome or operating site is more likely to have occurred than during a short local flight).

ED Decision 2025/023/R

PLANNING of FUEL/ENERGY QUANTITY — HOLDING

When planning the fuel/energy quantity, in case of holding, and if the aircraft documentation does not provide approved data for the holding regime, the pilot should derive the fuel/energy flow data from the long-range/best-range cruise data or, if this is not provided, from the lowest available cruise data in power setting tables.

Regulation (EU) No 800/2013

The pilot-in-command shall ensure that before or, where appropriate, during the flight, passengers are given a briefing on emergency equipment and procedures.

ED Decision 2019/008/R

GENERAL

(a)The briefing should include the locations and use of seat belts and if applicable:

(1)emergency exits;

(2)passenger emergency briefing cards;

(3)life-jackets;

(4)oxygen dispensing equipment;

(5)life rafts; and

(6)other emergency equipment provided for individual passenger use.

(b)The briefing should also include the location and general manner of use of the principal emergency equipment carried for collective use.

Regulation (EU) 2021/2237

(a)Before commencing a flight, the pilot-in-command shall ascertain by every reasonable means available that the space-based facilities, ground and/or water facilities, including communication facilities and navigation aids available and directly required on such flight, for the safe operation of the aircraft, are adequate for the type of operation under which the flight is to be conducted.

(b)Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

(1)a study of the available current meteorological reports and forecasts; and

(2)the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions.

ED Decision 2023/004/R

ADEQUACY OF GROUND FACILITIES

(a)The pilot-in-command, in ascertaining the adequacy of facilities and services available at an aerodrome of intended operation, should assess the safety risk that is associated with the type of the operation in relation to the availability of rescue and fire-fighting services (RFFS).

(b)The safety risk assessment may conclude that there is no need for availability of RFFS at the aerodrome of intended landing because of the low risk that is associated with the type of aircraft and type of operation specific to NCO.

Regulation (EU) 2021/2237

For IFR flights, the pilot-in-command shall specify at least one destination alternate aerodrome in the flight plan, unless the available current meteorological information for the destination indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, a ceiling of at least 1 000ft above the DH/MDH for an available instrument approach procedure (IAP) and a visibility of at least 5 000m.

Regulation (EU) 2021/2237

For IFR flights, the pilot-in-command shall specify at least one destination alternate aerodrome in the flight plan, unless the available current meteorological information for the destination indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, a ceiling of at least 1 000ft above the DH/MDH for an available IAP and a visibility of at least 3 000m.

Regulation (EU) 2021/2237

The pilot-in-command shall only select an aerodrome as a destination alternate aerodrome if either:

(a)an IAP that does not rely on GNSS is available either at the destination aerodrome or at a destination alternate aerodrome, or

(b)all of the following conditions are met:

(1)the onboard GNSS equipment is SBAS-capable;

(2)the destination aerodrome, any destination alternate aerodrome, and the route between them are within SBAS service area;

(3)ABAS is predicted to be available in the event of the unexpected unavailability of SBAS;

(4)an IAP is selected (either at destination or destination alternate aerodrome) that does not rely on the availability of SBAS;

(5)an appropriate contingency action allows the flight to be completed safely in the event of unavailability of GNSS.

ED Decision 2023/007/R

SBAS-CAPABLE GNSS EQUIPMENT

GNSS system which are authorised under (E)TSO-C145 or (E)TSO-C146 or later revisions are SBAScapable. Aircraft certified for RNP APCH to LPV minima are considered compliant.