CAT.OP.MPA.100 Use of air traffic services

Regulation (EU) 2021/1296

(a) The operator shall ensure that:

(1) air traffic services (ATS) appropriate to the airspace and the applicable rules of the air are used for all flights whenever available;

(2) in-flight operational instructions involving a change to the ATS flight plan, when practicable, are coordinated with the appropriate ATS unit before transmission to an aircraft.

(b) Notwithstanding (a), the use of ATS is not required unless mandated by air space requirements for:

(1) operations under VFR by day of other-than complex motor-powered aeroplanes;

(2) helicopters with an MCTOM of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks; or

(3) local helicopter operations (LHOs),

provided that search and rescue service arrangements can be maintained.

GM1 CAT.OP.MPA.100(a)(2) Use of air traffic services

ED Decision 2014/015/R

IN-FLIGHT OPERATIONAL INSTRUCTIONS

When coordination with an appropriate air traffic service (ATS) unit has not been possible, in-flight operational instructions do not relieve a commander of the responsibility for obtaining an appropriate clearance from an ATS unit, if applicable, before making a change in flight plan.

CAT.OP.MPA.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 CAT.OP.MPA.101(b) 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’.

CAT.OP.MPA.105 Use of aerodromes and operating sites

Regulation (EU) 2015/140

 (a) The operator shall only use aerodromes and operating sites that are adequate for the type(s) of aircraft and operation(s) concerned.

(b) The use of operating sites shall only apply to:

(1) other-than complex motor-powered aeroplanes; and

(2) helicopters.

AMC1 CAT.OP.MPA.105 Use of aerodromes and operating sites

ED Decision 2023/007/R

DEFINING OPERATING SITES — HELICOPTERS

When defining operating sites (including infrequent or temporary sites) for the type(s) of helicopter(s) and operation(s) concerned, the operator should take account of the following:

(a) An adequate site is a site that the operator considers to be satisfactory, taking account of the applicable performance requirements and site characteristics (guidance on standards and criteria are contained in ICAO Annex 14 Volume 2 and in the ICAO Heliport Manual (Doc 9261-AN/903)).

(b) The operator should have in place a procedure for the survey of sites by a competent person. Such a procedure should take account of possible changes to the site characteristics which may have taken place since last surveyed.

(c) Sites that are pre-surveyed should be specifically specified in the operations manual. The operations manual should contain diagrams or/and ground and aerial photographs, and depiction (pictorial) and description of:

(1) the overall dimensions of the 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) helicopter types authorised with reference to performance requirements;

(6) provision of control of third parties on the ground (if applicable);

(7) procedure for activating site with land owner or controlling authority;

(8) other useful information, for example, appropriate ATS agency and frequency; and

(9) lighting (if applicable).

(d) For sites that are not pre-surveyed, the operator should have in place a procedure that enables the pilot to make, from the air, a judgment on the suitability of a site. (c)(1) to (c)(6) should be considered.

(e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125(b)(4)) should not be permitted.

[applicable until 24 May 2024 — ED Decision 2014/015/R]

(e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125(c)(4)) should not be permitted.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

CAT.OP.MPA.107 Adequate aerodrome

Regulation (EU) 2021/2237

The operator shall consider an aerodrome as adequate if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, meteorological reports, navigation aids and emergency services.

AMC1 CAT.OP.MPA.107 Adequate aerodrome

ED Decision 2019/019/R

RESCUE AND FIREFIGHTING SERVICES (RFFS)

When considering the adequacy of an aerodrome’s rescue and firefighting services (RFFS), the operator should:

(a)  as part of its management system, assess the level of RFFS protection available at the aerodrome intended to be specified in the operational flight plan in order to ensure that an acceptable level of protection is available for the intended operation; and

(b) include relevant information related to the RFFS protection that is deemed acceptable by the operator in the operations manual.

GM1 CAT.OP.MPA.107 Adequate aerodrome

ED Decision 2022/005/R

VERIFICATION OF WEATHER CONDITIONS

This GM clarifies the difference between ‘adequate aerodrome’ and ‘weather-permissible aerodrome’. The two concepts are complementary:

—             ‘adequate aerodrome’: see definition in Annex I (Definitions for terms used in Annexes II to VIII) and point CAT.OP.MPA.107 of Annex IV (Part-CAT) to Regulation (EU) No 965/2012; and

—             ‘weather-permissible aerodrome’ means an adequate aerodrome with additional requirements: see definition in Annex I (Definitions for terms used in Annexes II to VIII).

Weather conditions are not required to be considered at an adequate aerodrome.

CAT.OP.MPA.110 Aerodrome operating minima

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 the missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the relevant operational experience of the operator;

(5) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(6) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(7) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(8) the obstacles in the climb-out areas and necessary clearance margins;

(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 the operations specifications including any specific approvals for low-visibility operations (LVOs) or operations with operational credits.

(14) any non-standard characteristics of the aerodrome, the IAP or the environment

(c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.

(d) The method used by the operator to establish aerodrome operating minima and any change to that method shall be approved by the competent authority.

AMC1 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

TAKE-OFF OPERATIONS — AEROPLANES

(a) Take-off minima

Take-off minima should be expressed as visibility (VIS) or runway visual range (RVR) limits, taking into account all relevant factors for each runway 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.

(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.

(c) Required RVR or VIS

(1) For multi-engined aeroplanes, with performance such 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.

(2) For multi-engined aeroplanes without the performance to comply with the conditions in (c)(1), in the event of a critical engine 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 that they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. The take-off minima specified by the operator should be based upon the height from which the one-engine-inoperative (OEI) net take-off flight path can be constructed. The RVR minima used should not be lower than either of the values specified in Table 1 or Table 2.

(3) For single-engined turbine aeroplane operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA), the take-off minima specified by the operator should be expressed as RVR values not lower than those specified in Table 1.

Unless the operator is making use of 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.

Table 1

Take-off — aeroplanes (without LVTO approval)

RVR or VIS

* 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.

*** Runway end lights may be substituted by colour-coded runway edge lights or colour-coded runway centre line lights.

Table 2

Take-off — aeroplanes (without LVTO approval)

Assumed engine failure height above the runway versus RVR or VIS

** The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.

AMC2 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

TAKE-OFF OPERATIONS — HELICOPTERS

(a) General

(1) Take-off minima should be expressed as VIS or RVR limits, taking into account all relevant factors for each aerodrome or operating site planned to be used and aircraft characteristics and equipment. Where there is a specific need to see and avoid obstacles on departure, or for a forced landing, additional conditions, e.g. ceiling, should be specified.

(2) The commander should not commence take-off unless the meteorological conditions at the aerodrome or operating site of departure are equal to or better than the applicable minima for landing at that aerodrome or operating site 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 commander can determine that the visibility or RVR 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 commander 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, ground lights should be available to illuminate the take-off runway/final approach and take-off area (FATO) and any obstacles.

(3) For point-in-space (PinS) departures to an initial departure fix (IDF), the take-off minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot be continued visually to the IDF. This should require a VIS of 800 m. The ceiling should be 250 ft.

(c) Required RVR or VIS

(1) For performance class 1 operations, the operator should specify an RVR or a VIS as take‑off minima in accordance with Table 3.

(2) For performance class 2 operations onshore, the commander should operate to take-off minima of 800 m RVR or VIS and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities.

(3) For performance class 2 operations offshore, the commander should operate to minima not less than those for performance class 1 and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities.

Table 3

Take-off — helicopters (without LVTO approval)

RVR or VIS

* 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.

AMC3 CAT.OP.MPA.110 Aerodrome operating minima

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 aircraft flight manual (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.

Table 4

System minima — aeroplanes

* For localiser performance with vertical guidance (LPV), a DH of 200 ft may be used only if the published FAS datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft.

Table 5

Runway type minima — aeroplanes

(c) Where a barometric DA/H or MDA/H is used, this should be adjusted where the ambient temperature is significantly below international standard atmosphere (ISA). GM8 CAT.OP.MPA.110 ‘Low temperature correction’ provides a cold temperature correction table for adjustment of minimum promulgated heights/altitudes.

AMC4 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

(a) The DH or MDH to be used for a 3D or a 2D approach operation should not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure DH or MDH where applicable;

(3) the system minima specified in Table 6;

(4) the minimum DH permitted for the runway/FATO specified in Table 7, if applicable; or

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

Table 6

System minima — helicopters

* For LPV, a DH of 200 ft may be used only if the published 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 missed approach point (MAPt).

Table 7

Type of runway/FATO versus lowest DH/MDH — helicopters

Table 7 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.

AMC5 CAT.OP.MPA.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 be not less than the greatest of:

(1) the minimum RVR or VIS for the type of runway used according to Table 8;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 9; or

(3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 10.

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 (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 11.

Table 8

Type of runway versus minimum RVR or VIS — aeroplanes

Table 9

RVR versus DH/MDH — aeroplanes

Table 10

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

Table 11

Approach lighting systems — aeroplanes

(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 17.

(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 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

The RVR/VIS minima for Type A instrument approach and Type B CAT I instrument approach operations should be determined as follows:

(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 12;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 13; 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 the 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, an MLS, a 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 14.

(g) For night operations or for any operation where credit for runway and approach lights as defined in Table 14 is required, the lights should be on and serviceable except as defined in Table 17.

Table 12

Type of runway/FATO versus minimum RVR — helicopters

Table 13

Onshore helicopter instrument approach minima

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

Table 14

Approach lighting systems — helicopters

AMC7 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

CIRCLING OPERATIONS — AEROPLANES

(a) Circling minima

The following standards should apply for establishing circling minima for operations with aeroplanes:

(1) the MDH for circling operation should not be lower than the highest of:

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

(ii) the minimum circling height derived from Table 15; or

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

(2) the MDA for circling should be calculated by adding the published aerodrome elevation to the MDH, as determined by (a)(1); and

(3) the minimum VIS for circling should be the higher of:

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

(ii) the minimum VIS derived from Table 15.

Table 15

Circling — aeroplanes

MDH and minimum VIS versus aeroplane category

(b) Conduct of flight — general

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

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

(3) for these procedures, the applicable visibility is the VIS; and

(4) operators should provide tabular guidance of the relationship between height above threshold and the in-flight visibility required to obtain and sustain visual contact during the circling manoeuvre.

(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 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) If the pilot cannot comply with the conditions in (c)(2) at the MAPt, then a missed approach should be executed in accordance with the IAP.

(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 to:

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

(ii) remain within the circling area and in such 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 (TDZ).

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

(1) The aeroplane should remain on the initial IAP 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 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 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 TDZ.

(e) Missed approach

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

(i) If the missed approach procedure 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, and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or

(ii) If the IAP is carried out with the aid of an ILS, an MLS or a stabilised approach (SAp), the MAPt associated with an ILS or an 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 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; or

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

or 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 commander 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 commander 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.

AMC8 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

ONSHORE CIRCLING OPERATIONS — HELICOPTERS

For circling, the specified MDH should not be less than 250 ft, and the VIS not less than 800 m.

AMC9 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

VISUAL APPROACH OPERATIONS

The operator should not use an RVR of less than 800 m for a visual approach operation.

AMC10 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

CONVERSION OF VISIBILITY TO CMV — AEROPLANES

The following conditions apply to the use of converted meteorological visibility (CMV) instead of RVR:

(a) If the reported RVR is not available, a CMV may be substituted for the RVR, except:

(1) to satisfy the take-off minima; or

(2) for the purpose of continuation of an approach in LVOs.

(b) If the minimum RVR for an approach is more than the maximum value assessed by the aerodrome operator, then CMV should be used.

(c) In order to determine CMV from visibility:

(1) for flight planning purposes, a factor of 1.0 should be used;

(2) for purposes other than flight planning, the conversion factors specified in Table 16 should be used.

Table 16

Conversion of reported VIS to RVR/CMV

AMC11 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2023/007/R

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT

(a) General

These instructions are intended for use both before and during flight. Only those facilities mentioned in Table 17 should be acceptable to be used to determine the effect of temporarily failed of downgraded equipment. It is, however, not expected that the commander would consult such instructions after passing 1 000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the commander’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 17, and the approach may have to be abandoned.

(b) Conditions applicable to Table 17:

(1) multiple failures of runway/FATO lights other than those indicated in Table 17 should not be acceptable;

(2) failures of approach and runway/FATO lights are acceptable at the same time, and the most demanding consequence should be applied; and

(3) failures other than ILS, GLS, MLS affect the RVR only and not DH.

Table 17

Failed or downgraded equipment — effect on landing minima

Operations without LVO approval

AMC12 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

VFR OPERATIONS WITH OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT

For the establishment of VFR operation minima, the operator may apply the VFR operating minima specified in Part-SERA. Where necessary, the operator may specify in the OM additional conditions for the applicability of such minima taking into account such factors as radio coverage, terrain, nature of sites for take-off and landing, flight conditions and ATS capacity.

GM1 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

ONSHORE AERODROME DEPARTURE PROCEDURES — HELICOPTERS

The cloud base and visibility should be such as to allow the helicopter to be clear of cloud at take-off decision point (TDP), and for the pilot flying to remain in sight of the surface until reaching the minimum speed for flight in instrument meteorological conditions (IMC) given in the AFM.

GM2 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

APPROACH LIGHTING SYSTEMS — ICAO, FAA

The following table provides a comparison of ICAO and FAA specifications.

Table 19

Approach lighting systems — ICAO and FAA specifications

GM3 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

SBAS OPERATIONS

(a) SBAS LPV operations with a DH of 200 ft depend on an SBAS system approved for operations down to a DH of 200 ft.

(b) The following systems are in operational use or in a planning phase:

(1) European geostationary navigation overlay service (EGNOS) operational in Europe;

(2) wide area augmentation system (WAAS) operational in the USA;

(3) multi-functional satellite augmentation system (MSAS) operational in Japan;

(4) system of differential correction and monitoring (SDCM) planned by Russia;

(5) GPS aided geo augmented navigation (GAGAN) system, planned by India; and

(6) satellite navigation augmentation system (SNAS), planned by China.

GM4 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

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

The values in Table 9 are derived from the formula below:

Minimum 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 9 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table.

GM5 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

USE OF DH FOR NPAs FLOWN USING THE CDFA TECHNIQUE

AMC3 CAT.OP.MPA.110 provides that, in certain circumstances, a published MDH may be used as a DH for a 2D operation flown using the CDFA technique.

The safety of the use of MDH as DH in CDFA operations has been verified by at least two independent analyses concluding that the CDFA using MDH as DH without any add-on is safer than the traditional step-down and level-flight NPA operation. A comparison has been made between the safety level of using MDH as DH without an add-on with the well-established safety level resulting from the ILS collision risk model. The NPA used was the most demanding, i.e. most tightly designed NPA, which offers the least additional margins. It should be noted that the design limits of the ILS approach design, e.g. the maximum GP angle of 3,5 degrees, must be observed for the CDFA in order to keep the validity of the comparison.

There is a wealth of operational experience in Europe confirming the above-mentioned analytical assessments. It cannot be expected that each operator is able to conduct similar safety assessments, and this is not necessary. The safety assessments already performed take into account the most demanding circumstances at hand, like the most tightly designed NPA procedures and other ‘worst‑case scenarios’. The assessments naturally focus on cases where the controlling obstacle is located in the missed approach area.

However, it is necessary for operators to assess whether their cockpit procedures and training are adequate to ensure minimal height loss in case of a go-around manoeuvre. Suitable topics for the safety assessment required by each operator may include:

—             understanding of the CDFA concept including the use of the MDA/H as DA/H;

—             cockpit procedures that ensure flight on speed, on path and with proper configuration and energy management;

—             cockpit procedures that ensure gradual decision-making; and

—             identification of cases where an increase of the DA/H may be necessary because of non-standard circumstances, etc.

GM6 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

INCREMENTS SPECIFIED BY THE COMPETENT AUTHORITY

Additional increments to the published minima may be specified by the competent authority to take into account certain operations, such as downwind approaches, single-pilot operations or approaches flown not using the CDFA technique.

GM7 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

USE OF COMMERCIALLY AVAILABLE INFORMATION

When an operator uses commercially available information to establish aerodrome operating minima, the operator remains responsible for ensuring that the material used is accurate and suitable for its operation, and that aerodrome operating minima are calculated in accordance with the method specified in Part C of its operations manual and approved by the competent authority.

The procedures in ORO.GEN.205 ‘Contracted activities’ apply in this case.

GM8 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2023/007/R

LOW TEMPERATURE CORRECTION

(a) An operator may determine the aerodrome temperature below which a correction should be applied to the DA/H.

(b) Table 20 may be used to determine the correction that should be applied.

(c) The calculations in the table are for a sea-level aerodrome; they are therefore conservative when applied at higher-level aerodromes.

(d) Guidance on accurate corrections for specific conditions (if required) is available in PANS-OPS, Volume III (ICAO Doc 8168) Section 2 Chapter 4 First Edition, 2018.

Table 20

Temperature corrections to be applied to barometric DH/MDH

GM9 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

AERODROME OPERATING MINIMA — HELICOPTERS

High vertical speeds should be avoided due to unstable aerodynamics and potential transient autorotation state of the main rotor.

Vertical speeds at or below 800 ft/min should be considered to be normal, and vertical speeds above 1 000 ft/min should be considered to be high.

The vertical speed on final approach increases with the descent angle and the ground speed (GS), including tailwinds. Whereas the helicopter should be manoeuvred into the wind during the visual segment of an instrument approach, tailwinds may be encountered during the instrument segments of the approach.

If the vertical speed is above 1 000 ft/min, a go-around should be considered. Greater vertical speeds may be used based on the available data in the rotorcraft flight manual.

Table 21 below gives an indication of the vertical speed based on the descent angles and ground speed.

Table 21

Examples of vertical speeds

Note: A GS of 80 kt may be the result of an indicated airspeed (IAS) of 60 kt and a tailwind component of 20 kt.

GM1 CAT.OP.MPA.110(b)(6) Aerodrome operating 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.

CAT.OP.MPA.115 Approach flight technique — aeroplanes

Regulation (EU) 2021/2237

(a) All approach operations shall be flown as stabilised approach operations unless otherwise approved by the competent authority for a particular approach to a particular runway.

(b) The continuous descent final approach (CDFA) technique shall be used for approach operations using non-precision approach (NPA) procedures except for such particular runways for which the competent authority has approved another flight technique.

AMC1 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

CONTINUOUS DESCENT FINAL APPROACH (CDFA)

The following criteria apply to CDFA:

(a) For each NPA procedure to be used, the operator should provide information allowing the flight crew to determine the appropriate descent path. This information is either:

(1) a descent path depicted on the approach chart including check altitude/heights against range;

(2) a descent path coded into the aircraft flight management system; or

(3) a recommended descent rate based on estimated ground speed.

(b) The information provided to the crew should observe human factors principles.

(c) The descent path should be calculated to pass at or above the minimum altitude specified at any step-down fix.

(d) The optimum angle for the descent path is 3 and should not exceed 4,5 except for steep approach operations approved in accordance with this Part.

(e) For multi-pilot operations, the operator should establish procedures that require:

(1) the pilot monitoring to verbalise deviations from the required descent path;

(2) the pilot flying to make prompt corrections to deviation from the required descent path; and

(3) a call-out to be made when the aircraft is approaching the DA/H.

(f) A missed approach should be executed promptly at the DA/H or the MAPt, whichever is first, if the required visual references have not been established.

(g) For approaches other than circling approaches, the lateral part of the missed approach should be flown via the MAPt unless otherwise stated on the approach chart.

AMC2 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

APPROACH OPERATIONS USING NPA PROCEDURES FLOWN WITH A FLIGHT TECHNIQUE OTHER THAN THE CDFA

(a) 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.

(b) Even when the approach procedure is flown without the CDFA technique, the relevant procedures for ensuring a controlled and stable path to MDA/H should be followed.

(c) 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:

(1) awareness of radio altimeter information with reference to the approach profile;

(2) terrain awareness warning system (TAWS);

(3) limitation of rate of descent;

(4) limitation of the number of repeated approaches;

(5) safeguards against too early descents with prolonged flight at MDA/H; and

(6) specification of visual requirements for the descent from the MDA/H.

(d) In case the CDFA technique is not used and when the MDA/H is high, it may be appropriate to make an early descent to MDA/H with appropriate safeguards such as the application of a significantly higher RVR or VIS.

(e) The procedures that are flown with level flight at or above the MDA/H should be listed in the OM.

(f) Operators should categorise aerodromes where there are approaches that require level flight at or above MDA/H as B or C. Such aerodrome categorisation will depend upon the operator’s experience, operational exposure, training programme(s) and flight crew qualification(s).

AMC3 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

OPERATIONAL PROCEDURES AND INSTRUCTIONS AND TRAINING

(a) The operator should establish procedures and instructions for flying approaches using the CDFA technique and not using it. These procedures should be included in the operations manual and should include the duties of the flight crew during the conduct of such operations. The operator should ensure that the initial and recurrent flight crew training required by ORO.FC includes the use of the CDFA technique.

(b) Operators holding an approval to use another technique for NPAs on certain runways should establish procedures for the application of such techniques.

AMC1 CAT.OP.MPA.115(a) Approach flight technique — aeroplanes

ED Decision 2022/014/R

STABILISED APPROACH OPERATIONS — AEROPLANES

The following criteria should be satisfied for all stabilised approach operations with aeroplanes:

(a) The flight management systems and approach aids should be correctly set, and any required radio aids identified before reaching a predetermined point or altitude/height on the approach.

(b) The aeroplane should be flown according to the following criteria from a predetermined point or altitude/height on the approach:

(1) the angle of bank should be less than 30 degrees; and

(2) the target rate of descent should be that required to maintain the correct vertical path at the planned approach speed.

(c) Variations in the rate of descent should normally not exceed 50 % of the target rate of descent.

(d) An aeroplane should be considered stabilised for landing when the following conditions are met:

(1) the aeroplane is tracking within an acceptable tolerance of the required lateral path;

(2) the aeroplane is tracking within an acceptable tolerance of the required vertical path;

(3) the vertical speed of the aeroplane is within an acceptable tolerance of the required rate of descent;

(4) the airspeed of the aeroplane is within an acceptable tolerance of the intended landing speed;

(5) the aeroplane is in the correct configuration for landing, unless operating procedures require a final configuration change for performance reasons after visual reference is acquired; and

(6) the thrust/power and trim settings are appropriate.

(e) The aeroplane should be stabilised for landing before reaching 500 ft above the landing runway threshold elevation.

(f) For approach operations where the pilot does not have visual reference with the ground, the aeroplane should additionally be stabilised for landing before reaching 1 000 ft above the landing runway threshold elevation except that a later stabilisation in airspeed may be acceptable if higher than normal approach speeds are required for operational reasons specified in the operations manual.

(g) The operator should specify the following in the operations manual:

(1) the acceptable tolerances referred to in (d);

(2) the means to identify the predetermined points referred to in (a) and (b). This should normally be the FAF.

(h) When the operator requests approval for an alternative to the stabilised approach criteria for a particular approach to a particular runway, the operator should demonstrate that the proposed alternative will ensure that an acceptable level of safety is achieved.

GM1 CAT.OP.MPA.115(a) Approach flight techniques — aeroplanes

ED Decision 2022/012/R

ACCEPTABLE TOLERANCES FOR STABILISED APPROACH OPERATIONS

(a) The requirement for the aircraft to be tracking within an acceptable tolerance of the required lateral path does not imply that the aircraft has to be aligned with the runway centre line by any particular height.

(b) The target rate of descent for the final approach segment (FAS) of a stabilised approach normally does not exceed 1 000 fpm. Where a rate of descent of more than 1 000 fpm will be required (e.g. due to high ground speed or a steeper-than-normal approach path), this should be briefed in advance.

(c) Operational reasons for specifying a higher-than-normal approach speed below 1 000 ft may include compliance with air traffic control (ATC) speed restrictions.

(d) For operations where a level flight segment is required during the approach (e.g. circling approaches or approaches flown as non-CDFA), the criteria in point (b) of AMC1 CAT.OP.MPA.115(a) should apply from the predetermined point until the start of the level flight segment and again from the point at which the aircraft begins descent from the level flight segment down to a point of 50 ft above the threshold or the point where the flare manoeuvre is initiated, if higher.

GM1 CAT.OP.MPA.115(b) Approach flight technique — aeroplanes

ED Decision 2022/012/R

CONTINUOUS DESCENT FINAL APPROACH (CDFA)

(a) Introduction

(1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT accidents occur in the FAS of approach operations flown using the NPA procedures. The use of stabilised-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.

(2) The elimination of level flight segments at MDA close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway that can destabilise approaches, are seen as ways to reduce operational risks significantly.

(3) The term CDFA has been selected to cover a flight technique for instrument approach operations using NPA procedures.

(4) The advantages of CDFA are as follows:

(i) the technique enhances safe approach operations by the utilisation of standard operating practices;

(ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre;

(iii) the aeroplane attitude may enable better acquisition of visual cues;

(iv) the technique may reduce pilot workload;

(v) the approach profile is fuel-efficient;

(vi) the approach profile affords reduced noise levels;

(vii) the technique affords procedural integration with 3D approach operations; and

(viii) when used and the approach is flown in a stabilised manner, CDFA is the safest approach technique for all instrument approach operations using NPA procedures.

(b) Stabilised approach (SAp)

(1) 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.

(2) The control of the flight path, described above as one of the specifications for conducting an SAp, should not be confused with the path specifications for using the CDFA technique. The predetermined path specification for conducting an SAp are established by the operator and published in the operations manual.

(3) The appropriate descent path for applying the CDFA technique is established by the following:

(A) the published ‘nominal’ slope information when the approach has a nominal vertical profile; and

(B) the designated final-approach segment minimum of 3 NM, and maximum, when using timing techniques, of 8 NM.

(4) Straight-in approach operations using CDFA do not have a level segment of flight at MDA/H. This enhances safety by mandating a prompt missed approach procedure manoeuvre at DA/H.

(5) An approach using the CDFA technique is always flown as an SAp, since this is a specification for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example, a visual approach.

(c) Circling approach operations using the CDFA technique

Circling approach operations using the CDFA technique require a continuous descent from an altitude/height at or above the FAF altitude/height until MDA/H or visual flight manoeuvre altitude/height. This does not preclude level flight at or above the MDA/H. This level flight may be at MDA/H while following the IAP or after visual reference has been established as the aircraft is aligned with the final approach track. The conditions for descent from level flight are described in AMC7 CAT.OP.MPA.110.

CAT.OP.MPA.125 Instrument departure and approach procedures

Regulation (EU) No 965/2012

(a) The operator shall ensure that instrument departure and approach procedures established by the State of the aerodrome are used.

(b) Notwithstanding (a), the commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. In any case, the final approach shall be flown visually or in accordance with the established instrument approach procedures.

(c) Notwithstanding (a), the operator may use procedures other than those referred to in (a) provided they have been approved by the State in which the aerodrome is located and are specified in the operations manual.

CAT.OP.MPA.126 Performance-based navigation

Regulation (EU) 2016/1199

The operator shall ensure that, when performance-based navigation (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 referred above.

AMC1 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/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 operator should:

(a) establish operating procedures specifying:

(1) normal, abnormal and contingency procedures;

(2) electronic navigation database management; and

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

(b) specify the flight crew qualification and proficiency constraints and ensure that the training programme for relevant personnel is consistent with the intended operation; and

(c) ensure continued airworthiness of the area navigation system.

AMC2 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2022/012/R

MONITORING AND VERIFICATION

(a) Preflight and general considerations

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

(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 departing runway and 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 flight crew should check that the navigation aids critical to the operation of the intended PBN procedure are available.

(4) The flight crew 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.

(6) The flight crew should verify that the navigation systems required for the intended operation are operational.

(b) Departure

(1) Prior to commencing a take-off on a PBN procedure, the flight crew should check 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 flight crew should ensure initialisation on the runway or FATO 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 flight crew 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 flight crew 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 flight crew 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 flight crew 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 final approach fix (FAF).

(ii) The flight crew 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 flight crew 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 flight crew should not make compensation to the altitude at the FAF;

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

(ii) For RNP APCH operations to LNAV minima, the flight crew should consider the effect of temperature on terrain and obstacle clearance in all phases of flight, in particular on any step-down fix.

(e) Sensor and lateral navigation accuracy selection

(1) For multi-sensor systems, the flight crew should verify, prior to approach, that the GNSS sensor is used for position computation.

(2) Flight crew of aircraft with RNP input selection capability should confirm that the indicated RNP value is appropriate for the PBN operation.

AMC3 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

MANAGEMENT OF THE NAVIGATION DATABASE

(a) For RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH, the flight crew 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 flight crew 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 flight crew.

AMC4 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

DISPLAYS AND AUTOMATION

(a) For RNAV 1, RNP 1, and RNP APCH operations, the flight crew 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;

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

(c) The flight crew 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 flight crew should maintain procedure centrelines unless authorised to deviate by air traffic control (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 flight crew should use a vertical deviation indicator and, where required by AFM 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 flight crew should execute a missed approach if the vertical deviation exceeds this criterion, unless the flight crew has in sight the visual references required to continue the approach.

AMC5 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/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 flight crew 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 flight crew 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.

AMC6 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

ALERTING AND ABORT

(a) Unless the flight crew 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;

(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.

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

AMC7 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

CONTINGENCY PROCEDURES

(a) The flight crew 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 flight crew should invoke contingency procedures and navigate using an alternative means of navigation.

(c) The flight crew should notify ATC of any problem with PBN capability.

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

GM1 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/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.

CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

Regulation (EU) 2015/140

(a) Except for VFR operations of other-than complex motor-powered aeroplanes, the operator shall establish appropriate operating departure and arrival/approach procedures for each aeroplane type taking into account the need to minimise the effect of aircraft noise.

(b) The procedures shall:

(1) ensure that safety has priority over noise abatement; and

(2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight.

AMC1 CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

ED Decision 2014/015/R

NADP DESIGN

(a) For each aeroplane type, two departure procedures should be defined, in accordance with ICAO Doc 8168 (Procedures for Air Navigation Services, ‘PANS-OPS’), Volume I:

(1) noise abatement departure procedure one (NADP 1), designed to meet the close-in noise abatement objective; and

(2) noise abatement departure procedure two (NADP 2), designed to meet the distant noise abatement objective.

(b) For each type of NADP (1 and 2), a single climb profile should be specified for use at all aerodromes, which is associated with a single sequence of actions. The NADP 1 and NADP 2 profiles may be identical.

GM1 CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

ED Decision 2014/015/R

TERMINOLOGY

(a) ‘Climb profile’ means in this context the vertical path of the NADP as it results from the pilot’s actions (engine power reduction, acceleration, slats/flaps retraction).

(b) ‘Sequence of actions’ means the order in which these pilot’s actions are done and their timing.

GENERAL

(c) The rule addresses only the vertical profile of the departure procedure. Lateral track has to comply with the standard instrument departure (SID).

EXAMPLE

(d) For a given aeroplane type, when establishing the distant NADP, the operator should choose either to reduce power first and then accelerate, or to accelerate first and then wait until slats/flaps are retracted before reducing power. The two methods constitute two different sequences of actions.

(e) For an aeroplane type, each of the two departure climb profiles may be defined by one sequence of actions (one for close-in, one for distant) and two above aerodrome level (AAL) altitudes/heights. These are:

(1) the altitude of the first pilot’s action (generally power reduction with or without acceleration). This altitude should not be less than 800 ft AAL; or

(2) the altitude of the end of the noise abatement procedure. This altitude should usually not be more than 3 000 ft AAL.

These two altitudes may be runway specific when the aeroplane flight management system (FMS) has the relevant function which permits the crew to change thrust reduction and/or acceleration altitude/height. If the aeroplane is not FMS-equipped or the FMS is not fitted with the relevant function, two fixed heights should be defined and used for each of the two NADPs.

CAT.OP.MPA.131 Noise abatement procedures — helicopters

Regulation (EU) No 965/2012

(a) The operator shall ensure that take-off and landing procedures take into account the need to minimise the effect of helicopter noise.

(b) The procedures shall:

(1) ensure that safety has priority over noise abatement; and

(2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight.

CAT.OP.MPA.135 Routes and areas of operation — general

Regulation (EU) 2016/1119

(a) The operator shall ensure that operations are only conducted along routes, or within areas, for which:

(1) space-based facilities, ground facilities and services, including meteorological services, adequate for the planned operation are provided;

(2) the performance of the aircraft is adequate to comply with minimum flight altitude requirements;

(3) the equipment of the aircraft meets the minimum requirements for the planned operation; and

(4) appropriate maps and charts are available.

(b) The operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation specified by the competent authority.

(c) point (a)(1) shall not apply to operations under VFR by day of other-than complex motor-powered aircraft on flights that depart from and arrive at the same aerodrome or operating site.

AMC1 CAT.OP.MPA.135 Routes and areas of operation — general

ED Decision 2016/015/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.

CAT.OP.MPA.136 Routes and areas of operation — single-engined aeroplanes

Regulation (EU) 2017/363

Unless approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall ensure that operations of single-engined aeroplanes are only conducted along routes, or within areas, where surfaces are available that permit a safe forced landing to be executed.

CAT.OP.MPA.137 Routes and areas of operation — helicopters

Regulation (EU) No 965/2012

The operator shall ensure that:

(a) for helicopters operated in performance class 3, surfaces are available that permit a safe forced landing to be executed, except when the helicopter has an approval to operate in accordance with CAT.POL.H.420;

(b) for helicopters operated in performance class 3 and conducting ‘coastal transit’ operations, the operations manual contains procedures to ensure that the width of the coastal corridor, and the equipment carried, is consistent with the conditions prevailing at the time.

GM1 CAT.OP.MPA.137(b) Routes and areas of operation — helicopters

ED Decision 2014/015/R

COASTAL TRANSIT

(a) General

(1) Helicopters operating overwater in performance class 3 have to have certain equipment fitted. This equipment varies with the distance from land that the helicopter is expected to operate. The aim of this GM is to discuss that distance, bring into focus what fit is required and to clarify the operator's responsibility, when a decision is made to conduct coastal transit operations.

(2) In the case of operations north of 45N or south of 45S, the coastal corridor facility may or may not be available in a particular state, as it is related to the State definition of open sea area as described in the definition of hostile environment.

(3) Where the term ‘coastal transit’ is used, it means the conduct of operations overwater within the coastal corridor in conditions where there is reasonable expectation that:

(i) the flight can be conducted safely in the conditions prevailing;

(ii) following an engine failure, a safe forced landing and successful evacuation can be achieved; and

(iii) survival of the crew and passengers can be assured until rescue is effected.

(4) Coastal corridor is a variable distance from the coastline to a maximum distance corresponding to three minutes’ flying at normal cruising speed.

(b) Establishing the width of the coastal corridor

(1) The maximum distance from land of coastal transit, is defined as the boundary of a corridor that extends from the land, to a maximum distance of up to 3 minutes at normal cruising speed (approximately 5 - 6 NM). Land in this context includes sustainable ice (see (i) to (iii) below) and, where the coastal region includes islands, the surrounding waters may be included in the corridor and aggregated with the coast and each other. Coastal transit need not be applied to inland waterways, estuary crossing or river transit.

(i) In some areas, the formation of ice is such that it can be possible to land, or force land, without hazard to the helicopter or occupants. Unless the competent authority considers that operating to, or over, such ice fields is unacceptable, the operator may regard that the definition of the ‘land’ extends to these areas.

(ii) The interpretation of the following rules may be conditional on (i) above:

—             CAT.OP.MPA.137(a)(2);

—             CAT.IDE.H.290;

—             CAT.IDE.H.295;

—             CAT.IDE.H.300; and

—             CAT.IDE.H.320.

(iii) In view of the fact that such featureless and flat white surfaces could present a hazard and could lead to white-out conditions, the definition of land does not extend to flights over ice fields in the following rules:

—             CAT.IDE.H.125(d); and

—             CAT.IDE.H.145.

(2) The width of the corridor is variable from not safe to conduct operations in the conditions prevailing, to the maximum of 3 minutes wide. A number of factors will, on the day, indicate if it can be used — and how wide it can be. These factors will include, but not be restricted to, the following:

(i) meteorological conditions prevailing in the corridor;

(ii) instrument fit of the aircraft;

(iii) certification of the aircraft — particularly with regard to floats;

(iv) sea state;

(v) temperature of the water;

(vi) time to rescue; and

(vii) survival equipment carried.

(3) These can be broadly divided into three functional groups:

(i) those that meet the provisions for safe flying;

(ii) those that meet the provisions for a safe forced landing and evacuation; and

(iii) those that meet the provisions for survival following a forced landing and successful evacuation.

(c) Provision for safe flying

(1) It is generally recognised that when flying out of sight of land in certain meteorological conditions, such as those occurring in high pressure weather patterns (goldfish bowl — no horizon, light winds and low visibility), the absence of a basic panel (and training) can lead to disorientation. In addition, lack of depth perception in these conditions demands the use of a radio altimeter with an audio voice warning as an added safety benefit — particularly when autorotation to the surface of the water may be required.

(2) In these conditions, the helicopter, without the required instruments and radio altimeter, should be confined to a corridor in which the pilot can maintain reference using the visual cues on the land.

(d) Provision for a safe forced landing and evacuation

(1) Weather and sea state both affect the outcome of an autorotation following an engine failure. It is recognised that the measurement of sea state is problematical and when assessing such conditions, good judgement has to be exercised by the operator and the commander.

(2) Where floats have been certificated only for emergency use (and not for ditching), operations should be limited to those sea states that meet the provisions for such use — where a safe evacuation is possible.

Ditching certification requires compliance with a comprehensive number of requirements relating to rotorcraft water entry, flotation and trim, occupant egress and occupant survival. Emergency flotation systems, generally fitted to smaller CS-27 rotorcraft, are approved against a broad specification that the equipment should perform its intended function and not hazard the rotorcraft or its occupants. In practice, the most significant difference between ditching and emergency flotation systems is substantiation of the water entry phase. Ditching rules call for water entry procedures and techniques to be established and promulgated in the AFM. The fuselage/flotation equipment should thereafter be shown to be able to withstand loads under defined water entry conditions which relate to these procedures. For emergency flotation equipment, there is no specification to define the water entry technique and no specific conditions defined for the structural substantiation.

(e) Provisions for survival

(1) Survival of crew members and passengers, following a successful autorotation and evacuation, is dependent on the clothing worn, the equipment carried and worn, the temperature of the sea and the sea state. Search and rescue (SAR) response/capability consistent with the anticipated exposure should be available before the conditions in the corridor can be considered non-hostile.

(2) Coastal transit can be conducted (including north of 45N and south of 45S — when the definition of open sea areas allows) providing the provisions of (c) and (d) are met, and the conditions for a non-hostile coastal corridor are satisfied.

CAT.OP.MPA.140 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

Regulation (EU) 2019/1387

(a) Unless approved by the competent authority in accordance with Subpart F of Annex V (Part-SPA), the operator shall not operate a two-engined aeroplane over a route that contains a point further from an adequate aerodrome, under standard conditions in still air, than the appropriate distance for the given type of aeroplane among the following:

(1) for performance class A aeroplanes with a maximum operational passenger seating configuration (MOPSC) of 20 or more, the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in accordance with point (b);

(2) for performance class A aeroplanes with an MOPSC of 19 or less, the distance flown in 120 minutes or, subject to approval by the competent authority, up to 180 minutes for turbojet aeroplanes, at the OEI cruising speed determined in accordance with point (b);

(3) for performance class B or C aeroplanes, whichever is less:

(i) the distance flown in 120 minutes at the OEI cruising speed determined in accordance with point (b);

(ii) 300 NM.

(b) The operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative.

(c) The operator shall include the following data, specific to each type or variant, in the operations manual:

(1) the determined OEI cruising speed; and

(2) the determined maximum distance from an adequate aerodrome.

(d) To obtain the approval referred to in point (a)(2), the operator shall provide evidence that:

(1) procedures have been established for flight planning and dispatch;

(2) specific maintenance instructions and procedures to ensure the intended levels of continued airworthiness and reliability of the aeroplane including its engines have been established and included in the operator's aircraft maintenance programme in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014, including:

(i) an engine oil consumption programme;

(ii) an engine condition monitoring programme.

AMC1 CAT.OP.MPA.140(d) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2022/014/R

OPERATION OF NON-ETOPS-COMPLIANT TWIN TURBO-JET AEROPLANES WITH MOPSC OF 19 OR LESS BETWEEN 120 AND 180 MINUTES FROM AN ADEQUATE AERODROME

1.            For operations between 120 and 180 minutes, the operator should include the relevant information in its operations manual (OM) and its maintenance procedures.
2.            The aeroplane should be certified to CS-25 or equivalent (e.g. FAR-25)

(c) Engine events and corrective action

(1) All engine events and operating hours should be reported by the operator to the airframe and engine type certificate (TC) holders, as well as to the competent authority.

(2) These events should be evaluated by the operator in consultation with the competent authority and with the engine and airframe TC holders. The competent authority may consult EASA to ensure that worldwide data is evaluated.

(3) Where statistical assessment alone is not applicable, e.g. where the fleet size or accumulated flight hours are small, individual engine events should be reviewed on a case-by-case basis.

(4) The evaluation or statistical assessment, when available, may result in corrective action or the application of operational restrictions.

(5) Engine events could include engine shutdowns, both on-ground and in-flight, excluding normal training events, including flameout, occurrences where the intended thrust level was not achieved or where crew action was taken to reduce thrust below the normal level for whatever reason, and unscheduled removals.

(6) The operator should ensure that all corrective actions required by the competent authority are implemented.

(d) Maintenance

 (1) The operator’s oil-consumption-monitoring programme should be based on engine manufacturer’s recommendations, if available, and track oil consumption trends. The monitoring should be continuous and take account of the oil added.

(2) The engine monitoring programme should also provide for engine condition monitoring describing the parameters to be monitored, the method of data collection and a corrective action process, and should be based on the engine manufacturer’s instructions. This monitoring will be used to detect propulsion system deterioration at an early stage allowing corrective action to be taken before safe operation is affected.

(e) Flight crew training

The operator should establish a flight crew training programme for this type of operation that includes, in addition to the requirements of Subpart FC (Flight Crew) of Annex III
(Part-ORO), particular emphasis on the following:

(1) Fuel management: verifying required fuel on board prior to departure and monitoring fuel on board en-route, including calculation of fuel remaining. Procedures should provide for an independent cross-check of fuel quantity indicators, e.g. fuel flow may be used to calculate the fuel burned, which may be compared with the indicated fuel remaining. It should be confirmed that the fuel remaining is sufficient to satisfy the critical fuel reserves.

(2) Procedures for single and multiple failures in flight that may give rise to go/no-go and diversion decisions — policy and guidelines to aid the flight crew in the diversion decision-making process and emphasising the need for constant awareness of the closest weather-permissible alternate aerodrome in terms of time.

(3) OEI performance data: drift-down procedures and OEI service ceiling data.

(4) Meteorological reports and flight requirements: meteorological aerodrome reports (METARs) and terminal aerodrome forecast (TAF) reports and obtaining in-flight weather updates on the en-route alternate (ERA), destination and destination alternate aerodromes. Consideration should also be given to forecast winds, including the accuracy of the forecast compared to actual wind experienced during flight and meteorological conditions along the expected flight path at the OEI cruising altitude and throughout the approach and landing.

(f) Pre-departure check

A pre-departure check, additional to the pre-flight inspection required by Part-M and designed to verify the status of the aeroplane’s significant systems, should be conducted. Adequate status monitoring information on all significant systems should be available to the flight crew to conduct the pre-departure check. The content of the pre-departure check should be described in the OM. The operator should ensure that flight crew members are fully trained and competent to conduct a pre-departure check of the aeroplane. The operator’s required training programme should cover all relevant tasks, with particular emphasis on checking required fluid levels.

(g) MEL

The operator should establish in its MEL the minimum equipment that has to be serviceable for non-ETOPS operations between 120 and 180 minutes. The operator should ensure that the MEL takes into account all items specified by the manufacturer relevant to this type of operations.

(h) Dispatch/flight planning rules

The operator should establish dispatch procedures that address the following:

(1) Fuel and oil supply: for releasing an aeroplane on an extended range flight, the operator should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the following:

(i) Critical fuel scenario: in establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point of the route and execute a diversion to an alternate aerodrome assuming a simultaneous failure of an engine and the cabin air pressurisation system. The operator should carry additional fuel for the worst-case fuel burn condition (one engine versus two engines operating) if this is greater than the additional fuel calculated in accordance with the fuel requirements in CAT.OP.MPA, in order to:

(A) fly from the critical point to an alternate aerodrome:

(a) at 10 000 ft; or

(b) at 25 000 ft or the single-engine ceiling, whichever is lower, provided that all occupants can be supplied with and use oxygen for the time required to fly from the critical point to an alternate aerodrome;

(B) descend and hold at 1 500 ft for 15 minutes in standard conditions;

(C) descend to the applicable MDA/DH followed by a missed approach (taking into account the complete missed approach procedure); followed by

(D) a normal approach and landing.

(ii) Ice protection: additional fuel used when operating in icing conditions (e.g. operation of ice protection systems (engine/airframe as applicable)) and, when manufacturer’s data is available, take account of ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during a diversion.

(iii) APU operation: if an APU has to be used to provide additional electrical power, consideration should be given to the additional fuel required.

(2) Communication facilities: the operator should ensure the availability of communications facilities in order to allow reliable two-way voice communications between the aeroplane and the appropriate ATC unit at OEI cruise altitudes.

(3) Aircraft technical log review to ensure that proper MEL procedures, deferred items, and required maintenance checks have been completed.

(4) ERA aerodrome(s): the operator should ensure that ERA aerodromes are available for the intended route, within the distance flown in 180 minutes based upon the OEI cruising speed, which is a speed within the certified limits of the aeroplane, selected by the operator and approved by the competent authority, confirming that, based on the available meteorological information, the weather conditions at ERA aerodromes are at or above the applicable minima for the applicable period of time , in accordance with CAT.OP.MPA.182.

GM1 CAT.OP.MPA.140(c) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2014/015/R

ONE-ENGINE-INOPERATIVE (OEI) CRUISING SPEED

The OEI cruising speed is intended to be used solely for establishing the maximum distance from an adequate aerodrome.

GM1 CAT.OP.MPA.140(d) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2021/005/R

SIGNIFICANT SYSTEMS

(a) Definition:

 Significant systems to be checked are the aeroplane propulsion system and any other aeroplane systems whose failure could adversely affect the safety of a non-ETOPS diversion flight, or whose functioning is important to continued safe flight and landing during an aeroplane diversion.

(b) When defining the pre-departure check, the operator should give consideration, at least, to the following systems:

(1) electrical;

(2) hydraulic;

(3) pneumatic;

(4) flight instrumentation, including warning and caution systems;

(5) fuel, including potential leakage, fuel drains, fuel boost and fuel transfer;

(6) flight control;

(7) ice protection;

(8) engine start and ignition;

(9) propulsion system instruments;

(10) engine thrust reversers;

(11) navigation and communications, including any route specific long-range navigation and communication equipment;

(12) back-up power systems (i.e. emergency generator and auxiliary power unit);

(13) air conditioning and pressurisation;

(14) cargo fire detection and suppression;

(15) propulsion system fire detection and suppression;

(16) emergency equipment (e.g. ELT, hand fire extinguisher, etc.).

CAT.OP.MPA.145 Establishment of minimum flight altitudes

Regulation (EU) No 965/2012

(a) The operator shall establish for all route segments to be flown:

(1) minimum flight altitudes that provide the required terrain clearance, taking into account the requirements of Subpart C; and

(2) a method for the flight crew to determine those altitudes.

(b) The method for establishing minimum flight altitudes shall be approved by the competent authority.

(c) Where the minimum flight altitudes established by the operator and a State overflown differ, the higher values shall apply.

AMC1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

CONSIDERATIONS FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES

(a) The operator should take into account the following factors when establishing minimum flight altitudes:

(1) the accuracy with which the position of the aircraft can be determined;

(2) the probable inaccuracies in the indications of the altimeters used;

(3) the characteristics of the terrain, such as sudden changes in the elevation, along the routes or in the areas where operations are to be conducted;

(4) the probability of encountering unfavourable meteorological conditions, such as severe turbulence and descending air currents; and

(5) possible inaccuracies in aeronautical charts.

(b) The operator should also consider:

(1) corrections for temperature and pressure variations from standard values;

(2) ATC requirements; and

(3) any foreseeable contingencies along the planned route.

AMC1.1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

CONSIDERATIONS FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES

This AMC provides another means of complying with the rule for VFR operations of other-than-complex motor-powered aircraft by day, compared to that presented in AMC1 CAT.OP.MPA.145(a). The safety objective should be satisfied if the operator ensures that operations are only conducted along such routes or within such areas for which a safe terrain clearance can be maintained and take account of such factors as temperature, terrain and unfavourable meteorological conditions.

GM1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

MINIMUM FLIGHT ALTITUDES

(a) The following are examples of some of the methods available for calculating minimum flight altitudes.

(b) KSS formula:

(1) Minimum obstacle clearance altitude (MOCA)

(i) MOCA is the sum of:

(A) the maximum terrain or obstacle elevation, whichever is higher; plus

(B) 1 000 ft for elevation up to and including 6 000 ft; or

(C) 2 000 ft for elevation exceeding 6 000 ft rounded up to the next 100 ft.

(ii) The lowest MOCA to be indicated is 2 000 ft.

(iii) From a VOR station, the corridor width is defined as a borderline starting 5 NM either side of the VOR, diverging 4 from centreline until a width of 20 NM is reached at 70 NM out, thence paralleling the centreline until 140 NM out, thence again diverging 4 until a maximum width of 40 NM is reached at 280 NM out. Thereafter, the width remains constant (see Figure 1).

Figure 1

Corridor width from a VOR station

(iv) From a non-directional beacon (NDB), similarly, the corridor width is defined as a borderline starting 5 NM either side of the NDB diverging 7 until a width of 20 NM is reached 40 NM out, thence paralleling the centreline until 80 NM out, thence again diverging 7 until a maximum width of 60 NM is reached 245 NM out. Thereafter, the width remains constant (see Figure 2).

Figure 2

Corridor width from an NDB

(v) MOCA does not cover any overlapping of the corridor.

(2) Minimum off-route altitude (MORA). MORA is calculated for an area bounded by each or every second LAT/LONG square on the route facility chart (RFC)/terminal approach chart (TAC) and is based on a terrain clearance as follows:

(i) terrain with elevation up to 6 000 ft (2 000 m) – 1 000 ft above the highest terrain and obstructions;

(ii) terrain with elevation above 6 000 ft (2 000 m) – 2 000 ft above the highest terrain and obstructions.

(c) Jeppesen formula (see Figure 3)

(1) MORA is a minimum flight altitude computed by Jeppesen from current operational navigation charts (ONCs) or world aeronautical charts (WACs). Two types of MORAs are charted which are:

(i) route MORAs e.g. 9800a; and

(ii) grid MORAs e.g. 98.

(2) Route MORA values are computed on the basis of an area extending 10 NM to either side of route centreline and including a 10 NM radius beyond the radio fix/reporting point or mileage break defining the route segment.

(3) MORA values clear all terrain and man-made obstacles by 1 000 ft in areas where the highest terrain elevation or obstacles are up to 5 000 ft. A clearance of 2 000 ft is provided above all terrain or obstacles that are 5 001 ft and above.

(4) A grid MORA is an altitude computed by Jeppesen and the values are shown within each grid formed by charted lines of latitude and longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to avoid chart congestion). Values followed by ± are believed not to exceed the altitudes shown. The same clearance criteria as explained in (c)(3) apply.

Figure 3

Jeppesen formula

(d) ATLAS formula

(1) Minimum en-route altitude (MEA). Calculation of the MEA is based on the elevation of the highest point along the route segment concerned (extending from navigational aid to navigational aid) within a distance on either side of track as specified in Table 1 below:

Table 1

Minimum safe en-route altitude

*:  This distance may be reduced to 5 NM within terminal control areas (TMAs) where, due to the number and type of available navigational aids, a high degree of navigational accuracy is warranted.

**:  In exceptional cases, where this calculation results in an operationally impracticable value, an additional special MEA may be calculated based on a distance of not less than 10 NM either side of track. Such special MEA will be shown together with an indication of the actual width of protected airspace.

(2) The MEA is calculated by adding an increment to the elevation specified above as appropriate, following Table 2 below. The resulting value is adjusted to the nearest 100 ft.

Table 2:

Increment added to the elevation *

*:  For the last route segment ending over the initial approach fix, a reduction to 1 000 ft is permissible within TMAs where, due to the number and type of available navigation aids, a high degree of navigational accuracy is warranted.

(3) Minimum safe grid altitude (MGA). Calculation of the MGA is based on the elevation of the highest point within the respective grid area.

The MGA is calculated by adding an increment to the elevation specified above as appropriate, following Table 3 below. The resulting value is adjusted to the nearest 100 ft.

Table 3

Minimum safe grid altitude

(e) Lido formula

(1) Minimum terrain clearance altitude (MTCA)

The MTCA represents an altitude providing terrain and obstacle clearance for all airways/ATS routes, all standard terminal arrival route (STAR) segments up to IAF or equivalent end point and for selected standard instrument departures (SIDs).

The MTCA is calculated by Lido and covers terrain and obstacle clearance relevant for air navigation with the following buffers:

(i) Horizontal:

(A) for SID and STAR procedures 5 NM either side of centre line; and

(B) for airways/ATS routes 10 NM either side of centre line.

(ii) Vertical:

(A) 1 000 ft up to 6 000 ft; and

(B) 2 000 ft above 6 000 ft.

MTCAs are always shown in feet. The lowest indicated MTCA is 3 100 ft.

(2) Minimum grid altitude (MGA)

MGA represents the lowest safe altitude which can be flown off-track. The MGA is calculated by rounding up the elevation of the highest obstruction within the respective grid area to the next 100 ft and adding an increment of

(i) 1 000 ft for terrain or obstructions up to 6 000 ft; and

(ii) 2 000 ft for terrain or obstructions above 6 000 ft.

MGA is shown in hundreds of feet. The lowest indicated MGA is 2 000 ft. This value is also provided for terrain and obstacles that would result in an MGA below 2 000 ft. An exception is over water areas where the MGA can be omitted.

CAT.OP.MPA.150

Regulation (EU) 2021/1296

INTENTIONALLY LEFT BLANK

CAT.OP.MPA.155 Carriage of special categories of passengers (SCPs)

Regulation (EU) No 965/2012

(a) Persons requiring special conditions, assistance and/or devices when carried on a flight shall be considered as SCPs including at least:

(1) persons with reduced mobility (PRMs) who, without prejudice to Regulation (EC) No 1107/2006, are understood to be any person whose mobility is reduced due to any physical disability, sensory or locomotory, permanent or temporary, intellectual disability or impairment, any other cause of disability, or age;

(2) infants and unaccompanied children; and

(3) deportees, inadmissible passengers or prisoners in custody.

(b) SCPs shall be carried under conditions that ensure the safety of the aircraft and its occupants according to procedures established by the operator.

(c) SCPs shall not be allocated, nor occupy, seats that permit direct access to emergency exits or where their presence could:

(1) impede crew members in their duties;

(2) obstruct access to emergency equipment; or

(3) impede the emergency evacuation of the aircraft.

(d) The commander shall be notified in advance when SCPs are to be carried on board.

AMC1 CAT.OP.MPA.155(b) Carriage of special categories of passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES

When establishing the procedures for the carriage of SCPs, the operator should take into account the following factors:

(a) the aircraft type and cabin configuration;

(b) the total number of passengers carried on board;

(c) the number and categories of SCPs, which should not exceed the number of passengers capable of assisting them in case of an emergency; and

(d) any other factor(s) or circumstances possibly impacting on the application of emergency procedures by the operating crew members.

AMC2 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES TO PROVIDE INFORMATION TO SCP

The operator procedures on information provided to the SCP should specify the timing and methods on how and when the information can be provided.