All Weather Operations PDF

Page: 164 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 26 Operating Procedures Date: 27 Dec 2022 8.4 ALL WEATHER OPERATIONS SPA.LVO.100-130; AMC1-7 SPA.LVO.100; GM1-2 SPA.LVO.100; AMC1-6 SP...

Page: 164 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 26 Operating Procedures Date: 27 Dec 2022 8.4 ALL WEATHER OPERATIONS SPA.LVO.100-130; AMC1-7 SPA.LVO.100; GM1-2 SPA.LVO.100; AMC1-6 SPA.LVO.105; GM1 SPA.LVO.105; GM1 SPA.LVO.110(c)(4)(i); GM1 SPA.LVO.120; AMC1 SPA.LVO.125 8.4.1 TERMINOLOGY a) Alert Height: Alert height is a height above the runway, above which a Category III approach must be discontinued and a missed approach initiated if a failure as specified for the aircraft type occurs. b) Category I (CAT I) Operation: A precision instrument approach and landing using ILS, MLS or PAR with a decision height of not lower than 200 ft and with an RVR not less than 550 m. c) Category II (CAT II) Operation: A CAT II approach is a precision instrument approach and landing using ILS/MLS with a Decision Height below 200 ft (60 m) but not lower than 100 ft (30 m) and with an RVR not less than 300 m (1000 ft). d) Category III (CAT III) Operation: Category III operations are subdivided as follows: i. Category III A (CAT III A) Operation: A precision instrument approach and landing using ILS or MLS with: 1. A decision height lower than 100 ft; and 2. A runway visual range not less than 200 m. ii. Category III B (CAT III B) Operation: A precision instrument approach and landing using ILS or MLS with: 1. A decision height lower than 50 ft, or no decision height; and 2. A runway visual range lower than 200 m but not less than 75 m. Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the same Category, the RVR will determine in which Category the operation is to be considered. e) Categories of Aircraft. The system for categorising an aircraft for the purpose of determining its weather minima according to its threshold speed. f) Circling Approach. Circling is the term used to describe the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight in approach. g) Cloud Base: The lowest reported cloud level (reported as FEW). h) Cloud Ceiling: The vertical distance from the elevation of the aerodrome to the lowest part of any cloud visible from the aerodrome, which is sufficient to obscure more than one half of the sky above the elevation of the aerodrome (reported as BKN). i) Decision Altitude (DA) / Height (DH): The specified altitude/height in an approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note: Decision Altitude (DA) is referenced to mean sea level (msl) and Decision Height (DH) is referenced to the threshold elevation. j) Fail-Passive Flight Control System: A flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the Uncontrolled document if downloaded or printed  Page: 165 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aircraft after a failure. k) Fail-Operational Flight Control System: A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system. l) Fail-Operational Hybrid Landing System: A system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system. m) Final Approach. That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified: i. At the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or ii. At the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which: 1. A landing can be made; or 2. A missed approach procedure is initiated. n) Low Visibility Operations (LVO): A generic term used for take-offs with an RVR below 400 m and for CAT II and CAT III approaches and landings. o) Minimum Descent Altitude/Height (MDA/H): The specified altitude/height in a non-precision approach or circling approach below which descent may not be made without visual reference. p) Missed Approach Point (MAPt): That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. q) Non-Precision Approach and Landing Operation: An instrument approach and landing which does not utilise electronic glide path guidance. r) Obstacle Clearance Altitude/Height (OCA/H): The lowest altitude (OCA), or alternatively the lowest height above the elevation of the relevant runway threshold or above the aerodrome elevation as applicable (OCH), used in establishing compliance with appropriate obstacle clearance criteria. s) Obstacle Clearance Limit (OCL): The height above aerodrome elevation below which the minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed approach. Uncontrolled document if downloaded or printed  Page: 166 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 9 Operating Procedures Date: 05 Mar 2021 t) Precision Approach and Landing Operation: An instrument approach and landing using precision azimuth and glide path guidance with minima as determined by the category of operation. u) Required Visual Reference: That section of the visual aids or of the approach area specified for the type of approach being conducted which must be in view for sufficient time for the pilot to make an assessment of the aircraft position, and rate of change of position, in relation to the desired flight path. v) Reported RVR: The RVR communicated to the commander of an aircraft, by or on behalf of the person in charge of the aerodrome. w) Runway Visual Range (RVR): The range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway for identifying its centreline. x) Visual Approach: An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. A visual approach may not be conducted when the RVR, or factored equivalent, is less than 800 metres. 8.4.2 NON-PRECISION AND CAT I OPERATIONS 8.4.2.1 Operating Minima 8.4.2.1.1 Non-Precision Approaches Operating minima for non-precision approaches will be determined in accordance with paragraph 8.1.3.2.3. For Non-Precision Approaches AEROTRANSCARGO uses the CDFA (Continues Descent Final Approach) technique Although flying the CDFA profile reduces the possibility of infringement of obstacle –clearance along the final approach segment, it is company policy to add 50 feet to all chart minima except for ILS and Circling approaches. For ILS and Circling approaches, chart minima can be used. 8.4.2.1.2 CAT I Approaches Operating minima for CAT I approaches will be determined in accordance with paragraph 8.1.3.2.3, paragraph 8.1.3.2.4, paragraph 8.1.3.2.5 and paragraph 8.1.3.2.6. Uncontrolled document if downloaded or printed  Page: 167 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 8.4.2.2 Required Visual References 8.4.2.2.1 Non-Precision Approaches The required visual reference for descent below the MDA during a non-precision approach is shown at paragraph 8.1.3.2.3.3. 8.4.2.2.2 CAT I Approaches The required visual reference for continuation of a CAT I approach below DA is shown at paragraph 8.1.3.2.3.3. 8.4.2.3 Operating Minima Presentation Operating minima for non-precision and CAT I approaches are shown on the relevant approach chart for any aerodrome where such approaches are available. 8.4.3 LOW VISIBILITY OPERATIONS (LVO) SPA.LVO.100 8.4.3.1 Low Visibility Take-Off (LVTO) SPA.LVO.100 (a) All take-offs with an RVR less than 400 m are considered LVTOs. LVTO minima are determined by the facilities at the aerodrome in terms of the runway lighting system and scope of the RVR measurement equipment. 8.4.3.1.1 Operating Minima Operating minima for LVTOs will be determined in accordance with paragraph 8.1.3.2.2.1. 8.4.3.1.2 Operating Minima Presentation Operating minima for LVTO will be shown on the aerodrome chart for any aerodrome where such take- offs are available. 8.4.3.2 CAT II Operations SPA.LVO.100 (c) 8.4.3.2.1 Operating Minima CAT II operating minima have been established to provide sufficient visual references at DH to permit either a manual landing or a missed approach to be executed. CAUTION: The conduct of a manual landing in actual CAT II conditions or for practice CAT II approach purposes is not permitted. The DH for a CAT II approach will not be less than: a) The minimum decision height specified in the AFM, if stated; b) The minimum height to which the precision approach aid can be used without the required Uncontrolled document if downloaded or printed  Page: 168 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 visual reference; c) The OCH / OCL for the category of aircraft; d) The decision height to which the flight crew is authorised to operate; or e) 100 ft. 8.4.3.2.1.1 Operating Minima Presentation Operating Minima for a CAT II approach will be shown on the relevant approach chart for any aerodrome where such approaches are available. 8.4.3.2.2 Required Visual Reference A CAT II precision approach may not be continued below the DH unless the following visual references have been attained and can be maintained: a) A segment of at least 3 consecutive lights, being: i. The centreline of the approach lights, or ii. Touchdown zone lights, or iii. Runway centre line lights, or iv. Runway edge lights, or v. A combination of these. b) A lateral element of the ground pattern, being: i. An approach lighting crossbar ii. The landing threshold or a barrette of the touchdown zone lighting. 8.4.3.3 CAT III Operations SPA.LVO.100 (e) 8.4.3.3.1 Operating Minima CAT III operating minima do not provide sufficient visual references to allow a manual landing to be performed. The minima only permit the pilot to decide if the aircraft will land in the touchdown zone and to ensure safety during roll-out. 8.4.3.3.1.1 Operations with a DH For operations in which a decision height is used, the decision height will not be less than: a) The minimum decision height specified in the AFM, if stated; b) The minimum height to which the precision approach aid can be used without the required visual reference; or c) The decision height to which the flight crew is authorised to operate. 8.4.3.3.1.2 Operations without a DH Operations without a DH may only be conducted if: a) The operation with no decision height is authorised in the AFM; Uncontrolled document if downloaded or printed  Page: 169 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 b) The approach aid and the aerodrome facilities can support operations with no decision height; and c) The CAA RM has approved CAT III operations with no decision height for the any AEROTRANSCARGO aircraft type or variant. Note: In the case of a CAT II runway, it may be assumed that operations with no decision height can be supported unless specifically restricted as published in the AIP or by NOTAM. 8.4.3.3.1.3 Operating Minima Presentation Operating Minima for CAT IIIA and CAT IIIB approaches will be shown on the relevant approach chart for any aerodrome where such approaches are available. 8.4.3.3.2 Required Visual Reference For Category IIIA operations, and for Category IIIB operations conducted either with fail-passive flight control systems, or with the use of an approved HUDLS, a pilot may not continue an approach below the decision height determined in accordance with subparagraph 8.1.3.2.8.2 above unless the following visual references have been attained and can be maintained: a) A segment of at least 3 consecutive lights, being: i. The centreline of the approach lights; or ii. Touchdown zone lights, or iii. Runway centreline lights, or iv. Runway edge lights, or v. A combination of these. For Category IIIB operations conducted either with fail-operational flight control systems or with a fail- operational hybrid landing system (comprising e.g. a HUDLS) using a decision height a pilot may not continue an approach below the decision height, determined in accordance with subparagraph 8.1.3.2.8 2 above, unless a visual reference containing at least one centreline light is attained and can be maintained. Note: HUDLS presently not used in AeroTrans Cargo (AEROTRANSCARGO) operations. Note: For Category III operations with no decision height there is no requirement for visual contact with the runway prior to touchdown. 8.4.3.4 Aerodrome related requirements SPA.LVO.115 An aerodrome shall not be used for LVOs below a visibility of 800 m unless: a) The aerodrome has been approved for such operations by the State of the aerodrome; and b) Low visibility procedures (LVP) have been established. If the term LVP is not used at an foreign aerodrome, but equivalent procedures that adhere to the requirements of LVP are established the necessary information about the procedures at a specific aerodrome or for a specific country will be given in an appendix to OM C Chapter 2 Airport Briefings. Uncontrolled document if downloaded or printed  Page: 170 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 27 Operating Procedures Date: 09 Mar 2023 8.4.4 RUNWAY VISUAL RANGE REQUIREMENTS CAT.OP.MPA.305, GM1 CAT.OP.MPA.305(f) RVR measurements are provided by a system of calibrated transmissometers and account for the effects of ambient background light and the intensity of runway lights. Transmissometer systems are located to provide RVR measurements associated with three portions of a runway: a) The touchdown zone (TDZ); b) The mid-runway portion (MID); and c) The rollout portion or stop end (RO) The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and stop-end RVR are also controlling. The minimum RVR for the touchdown zone is that shown on the relevant aerodrome chart. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch- down zone if less, and the minimum RVR for the stop-end is 75 m. For aircraft equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m. Note: “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots. 8.4.4.1 Approach Ban Point The point from which an instrument approach shall not be continued below 300 m (1 000 ft) above the aerodrome elevation or into the final approach segment unless the reported visibility or controlling RVR is above the aerodrome operating minima. 8.4.5 LOW VISIBILITY OPERATING PROCEDURES SPA.LVO.125 8.4.5.1 Low Visibility Taxi (LVTO) Procedures Before leaving the parking position and when preparing for a landing, the Commander will brief the highlights concerning the expected taxi route. Close communication between the pilots is essential whilst taxying. The Commander should concentrate on steering the aircraft, while the first officer concentrates on navigation, giving advice from the taxi chart including heading information and visual cues to be expected. If there is any doubt about the aircraft’s position, the aircraft shall be stopped immediately and Air Traffic Control or apron control contacted for assistance. Surface markings are to be strictly followed. Lighted stop bars must not be crossed. To be visible to other traffic, the use of the aircraft’s external lights is recommended unless the pilots’ own vision is impaired. Bright lights may disturb other traffic when in close proximity. 8.4.5.2 LVO Approach Procedures 8.4.5.2.1 Pre-Flight Planning In addition to normal flight preparation, the following must be performed whenever CAT II or CAT III approach conditions are likely to be encountered at the destination aerodrome: Uncontrolled document if downloaded or printed  Page: 171 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 27 Date: 09 Mar 2023 a) Review NOTAMS to make sure that the destination airport meets CAT II/III requirements. This includes areas such as: i. Runway and approach lighting; ii. Navigation aid availability; iii. RVR equipment availability, etc. b) Review the Aircraft Technical Log for defects that may affect the aircraft’s CAT II/III status; c) Review both flight crew members’ qualifications; d) Check that the weather forecast at destination is within AEROTRANSCARGO and crew operating minima. Note: If the forecast is below CAT I minima, verify that weather forecasts at alternate aerodromes are acceptable. e) Review extra fuel requirements. Extra fuel should be considered for possible approach delays. 8.4.5.2.2 Approach Preparation 8.4.5.2.2.1 Minimum Equipment Requirements SPA.LVO.130 A check must be made to verify that the aircraft equipment required for the type of approach expected is serviceable and available. 8.4.5.2.2.2 Weather A check must be made of the weather conditions at the destination and alternate aerodromes. Required RVR minima must be available or there must be a favourable trend in RVR values before considering making an approach. The approach ban must be observed (see paragraph 8.4.4.1). 8.4.5.2.2.3 Aerodrome Requirements SPA.LVO.115 Unless the aerodrome is reporting (by ATIS or another means) that “Low Visibility procedures are in force”, clearance to carry out a CAT II or CAT III approach must be requested from Air Traffic Control, who will check the status of the ILS and lighting and protect the sensitive areas from incursion by aircraft or vehicles. Such an approach may not be undertaken until the clearance has been received. 8.4.5.2.2.4 LVO Approach Briefing The LVO Approach briefing should include the normal items as for any IFR arrival and, in addition, the following areas should be emphasised: a) Destination and alternate weather; b) Airfield and runway operational status CAT II/III, etc; c) Aircraft systems status and capacity; d) Review of task sharing; e) Review of the approach procedure; f) Review of the applicable minima from the approach chart, go-around procedure, Air Traffic Control calls etc; g) Review distribution of tasks and procedure for downgrading; h) Check seat position is optimal and set cockpit lights when appropriate; Note: If the pilot’s seat is adjusted too low, it may greatly reduce the visual segment. i) Confirm Auto Brake setting Uncontrolled document if downloaded or printed  Page: 172 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 8.4.5.2.2.5 Use of Aircraft Lights At night in low visibility conditions, landing lights can be detrimental to the acquisition of visual references. Reflected light from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be used in CAT II or CAT III weather conditions. 8.4.5.2.3 Aircraft Operating Procedures The PF’s primary task is to manage the approach and to make decisions regarding its continuance. The PNF’s primary task is to monitor the performance of the aircraft’s systems and to advise the pilot flying of any abnormality that degrades the aircraft’s capabilities. Standard aircraft operating procedures, including crew responsibilities, standard calls and handling techniques are available in the Operations Manual Part B for the relevant aircraft type. 8.4.5.2.4 Acquisition of Visual References 8.4.5.2.4.1 Approaches with a DH The DH is the lower limit of the decision zone during which, in limiting conditions, the Commander will be assessing the visual references. The Commander should come to this zone prepared for a go-around but with no pre-established judgement. The Commander should make a decision according to the quality of the approach and the way the visual references develop as DH is approached. 8.4.5.2.4.2 Approaches without a DH For this category of operation, the decision to continue does not depend on visual references, even though a minimum RVR is specified. It is nevertheless good airmanship to confirm aircraft position with available visual references. However, the decision depends only on the operational status of the aircraft and ground equipment. Note: Details of these warnings are available in the Operations Manual Part B for the relevant aircraft type. 8.4.5.2.5 Loss of Visual Reference 8.4.5.2.5.1 Approach with DH – Before Touchdown If the required visual reference was acquired before DH but it subsequently becomes insufficient following the decision to continue the approach, or if the flight path deviates unacceptably, a go-around must be initiated. CAUTION: A go-around initiated close to the ground may result in ground contact. However, the go- around must be continued. Uncontrolled document if downloaded or printed  Page: 173 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 22 Date: 04 Aug 2022 8.4.5.2.5.2 Approach with or without DH – After Touchdown If the required visual reference is lost after touchdown, a go-around should not be attempted. The rollout should be continued with the autopilot in ROLL-OUT mode down to taxi speed. 8.4.5.2.6 Failures and Associated Actions There are three possible responses to the failure of any system, instrument or element of the AFDS during the approach: a) CONTINUE the approach to the planned minima; b) REVERT to higher minima and proceed to a new DH; c) GO-AROUND and reassess the capability. The nature of the failure and the point of its occurrence will determine which response is appropriate. Note: Further information for the response to failures is available in the Operations Manual Part B for the relevant aircraft type. 8.4.5.2.7 Autoland Autoland below CAT I minima may only be carried out on runways that have ILS equipment certified for CAT II and CAT III operations. For any autoland below CAT I minima, the Commander will be the pilot flying and the first officer will perform the duties of the pilot non-flying. No role reversal is permitted. Irrespective of the actual weather conditions, all approaches preceding an autoland will be performed according to LVO Approach Procedures, with the exception that the RHS pilot may act as PF under CAT I or better weather conditions. CAUTION: An autoland is mandatory following any approach in CAT II or CAT III conditions. Note: Autoland for practise purposes may be performed by either pilot, when the runway is ILS equipped, weather minima are CAT I or better, and aircraft equipment operational. In the event that there is any interference, fluctuation or abnormality during the phase of autoland, the practise autoland shall be discontinued. 8.4.5.2.7.1 CAT II /III Operation continuous monitoring It is a requirement of CAA MD that the operator continuously monitor their CAT II and CAT III operations to detect any undesirable trends before they become hazardous. This is achieved by flight crew reports. The flight crew, following real or simulated CAT II or CAT III approach, completes the Auto-Approach & Land Performance form available in Centrik ( See Form 1) and Section 4 of Aircraft Technical Log. The form also serves to report any unsatisfactory approach performance during a CAT II/III approach. Uncontrolled document if downloaded or printed  Page: 174 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 22 Operating Procedures Date: 04 Aug 2022 All reports for each plane, including CAT II/III ‘sensitive’ equipment reliability data, will be monitored to establish performance trends. Significant undesirable trends will be fully investigated to establish if the cause is due to the plane or the operational environment. If necessary, CAT II/III operations should be suspended pending the relevant remedial action. The Report form is intended to provide data that can be used for CAT II/III performance reliability. Its initial objective is to assess whether the approach was satisfactory or unsatisfactory and in the second case provide information to the unsatisfactory approach. Also, the additional information is used to help the engineering services to pick up a trend in the reasons for unsatisfactory performance. To complete the form it is necessary to access Centrik Software, select Forms module, CHOOSE Flight Operations Forms Tab, and click on the Auto Approach & Auto Land Performance Form. Uncontrolled document if downloaded or printed  Page: 175 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 22 Date: 04 Aug 2022 FORM 1. AUTO-APPROACH & AUTO-LAND PERFORMANCE FORM Uncontrolled document if downloaded or printed