Operations Manual Part A PDF

Page: 11 Chapter: 8 Operations Manual Part A Edition: 3...

Page: 11 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.0 INTRODUCTION All AEROTRANSCARGO aircraft are to be operated in compliance with the terms of their respective Certificates of Airworthiness, within the approved limitations contained within their Aircraft Flight Manuals and, when for the purposes of commercial air transportation, in accordance with the relevant regulations and the conditions of AEROTRANSCARGO’s Air Operator Certificate. It is the Commander’s responsibility to ensure that the aircraft under his command is operated according to the laws of the Republic of Moldova and within the legal requirements of other States where these apply. Where AEROTRANSCARGO’s operating policies are more restrictive than legal requirements, AEROTRANSCARGO’s operating policies will apply. This Section contains details of AEROTRANSCARGO’s general operating policies that apply to all its operations. The implementation of these policies and the associated standard operating procedures for a particular fleet is described in the relevant Operations Manual Part B for the type, and information may be further expanded in other Parts of the Operations Manual and general AEROTRANSCARGO documentation. Where, for technical reasons, a fleet is unable to comply with a specific policy described within this Section, or the policy has had to be modified, the operating procedure described in the Operations Manual Part B for the relevant type will apply. 8.1 FLIGHT PREPARATION INSTRUCTIONS CAT.OP.MPA.175; AMC1 CAT.OP.MPA.175(a);GM1vCAT.OP.MPA.175(b)(5); An Operational Flight Plan (OFP) must be completed for each intended flight except as described in paragraph 8.1.10. The Commander shall not commence a flight unless he is satisfied that: a) The aircraft is airworthy; b) The aircraft configuration is in accordance with the CDL; c) The instruments and equipment required for the flight are available; d) The instruments and equipment are in operable condition except as provided in the MEL; e) Those parts of the Operations Manual which are required for the conduct of the flight are available; f) The documents, additional information and forms required to be available by paragraph 8.1.12 are on board; g) Current maps, charts and associated documents or equivalent data are available to cover the intended operation of the aircraft including any diversion which may reasonably be expected (this includes conversion tables where necessary to support operations where metric heights, altitudes and flight levels are to be used); h) Ground facilities and services required for the planned flight are available and adequate; i) The provisions specified in the Operations Manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight; j) The load is properly distributed and safely secured; Uncontrolled document if downloaded or printed  Page: 12 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 k) The mass of the aircraft, at the commencement of the take-off roll, will be such that the flight can be conducted in compliance with paragraph 8.1.1.7 and the Operations Manual Part B; l) Any operational limitation in addition to those covered by sub-paragraphs (j) and (k) above can be complied with. 8.1.1 MINIMUM FLIGHT ALTITUDES CAT.OP.MPA.145(a) CAT.OP.MPA 145, AMC1 CAT.OP.MPA.145(a) GM1 CAT.OP.MPA.145(a) AMC1 CAT.OP.MPA 175(a) GM1 CAT.OP.MPA.175(b)(5) CAT.OP.MPA.270 8.1.1.1 General All AEROTRANSCARGO flight are to be flown under Instrument Flight Rules (IFR) and the minimum altitude / flight level at which it is permitted to fly is governed by the need to maintain a mandatory safe height margin above any significant terrain or obstacle and by national regulations and air traffic control requirements. Whichever of these requirements produces the highest altitude / flight level for a particular portion of the route will determine the minimum flight altitude for that portion of the route. The methods and procedures described in the following paragraphs are to be followed when determining the minimum altitude for the safe avoidance of en-route terrain and obstacles. 8.1.1.2 Minimum Obstacle Clearance Altitude (MOCA) When calculating the minimum altitude for the safe avoidance of terrain and obstacles, basic criteria apply in determining the minimum clearance that must be maintained. The minimum clearance depends on the elevation of the terrain or obstacle, and the MOCA is derived by adding a safe margin to this elevation. Other than when taking off or landing, MOCA is the sum of the maximum relevant terrain or obstacle elevation, whichever is highest and: a) 1,000 ft for elevations up to and including 6,000 ft; or b) 2,000 ft for elevations exceeding 6,000 ft, rounded up to the next 100 ft. The absolute lowest MOCA to be used is 2,000 ft. MOCA thus depends on the relevance of the obstacle or terrain and this is determined by the phase of flight and the availability of navigation aids etc. Navigation chart providers have different means of determining which is a relevant obstacle or terrain, and they use different terminology for the resulting published minimum obstacle clearance altitude. 8.1.1.3 Minimum En-Route Altitude The minimum altitude to be flown when following a pre-determined route defined by navigational fixes is the lowest published altitude between the navigational fixes that meets the minimum obstacle clearance requirements described in paragraph 8.1.1.2 and additionally assures acceptable navigational signal coverage between those fixes. It may also represent the minimum altitude established for other purposes by the State concerned. Typically, the en-route minimum altitudes published on navigation charts are computed on the basis of an area extending 10 nm to either side of the route centerline and including a 10 nm radius beyond the radio fix/reporting point or mileage break defining the route segment. Uncontrolled document if downloaded or printed  Page: 13 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.1.1.4 Minimum Off-Route Altitude The minimum altitude to be flown when not following a pre-determined route defined by navigational fixes is the lowest published altitude for the area within which the aircraft is flying that meets the clearance requirements described in paragraph 8.1.1.2. Typically, navigation charts show minimum altitudes for a grid formed by lines of latitude and longitude. 8.1.1.5 Minimum Altitude in Terminal Areas The minimum altitude shown on a terminal chart may be computed for a sector or quadrant based on the aerodrome or a navigation facility and it typically provides a clearance over relevant terrain and obstacles of a minimum of 1,000 ft within a radius of 25 nm from the aerodrome or the navigation facility identified. 8.1.1.6 Minimum Radar Vectoring Altitude (MRVA) The minimum obstacle clearance provided when under the control of an approved radar unit is 1000 ft within a minimum band width of ± 5 nm. Conflict may occur, therefore, between clearances based on MRVA criteria and those based on the wider criteria described in paragraph 8.1.1.5. Operations at the MRVA are only permitted when the aircraft is advised as being “under radar control”. CAUTION: The term “radar contact” indicates that the aircraft has been seen and identified on the radar display, but it may not mean that it is “under radar control”. If there is any doubt about the type of air traffic control service being provided, clarification should be sought from the ATS Unit concerned. 8.1.1.7 Operational Flight Plan (OFP) Minimum Altitude The minimum altitude shown on the Operational Flight Plan may be calculated on a different relevant terrain and obstacle basis to the navigational chart. The band width for calculating the en-route minimum altitude is typically extended to 20 nm to either side of route centerline and includes a 20 nm radius beyond the radio fix / reporting point or mileage break defining the route segment. It may be thus more conservative than the minimum altitude shown on the navigation chart MORA. CAUTION: Between the aerodrome and the first fix after take-off, and between the last fix and the aerodrome on landing, the OFP MORA relates to the direct track between the points and does not consider the SID or STAR routing. 8.1.1.8 Obstacle Clearance Performance Requirements For performance purposes, multi-engine aircraft are grouped into the following classes: a) Class A - Class A includes all multi-engine turbojet powered aircraft, and multi-engine turbo propeller powered aircraft with a maximum approved passenger seating configuration, of more than nine, or a maximum take-off mass exceeding 5,700 kgs. Uncontrolled document if downloaded or printed  Page: 14 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 0 Operating Procedures Date: 29 May 2019 Note: Multi-engine aircraft powered by turbo-propeller engines with a maximum approved passenger seating configuration of more than nine with a maximum take-off mass of 5,700 kgs or less may be permitted by the Authority to operate under alternative operating limitations to those of Performance Class A which shall not be less restrictive than the relevant requirements for Class B aircraft. b) Class B - Class B covers propeller-driven aircraft with a maximum approved passenger seating configuration of nine or less, and a maximum take-off mass of 5,700 kgs or less. c) Class C - Class C comprises aircraft powered by reciprocating engines with a maximum approved passenger seating configuration of more than nine, or a maximum take-off mass exceeding 5,700 kgs. Note: All AEROTRANSCARGO aircraft are classified as Class A. The requirements that follow therefore relate to Class A aircraft only and information relating to other Classes of aircraft is omitted. In addition to meeting the minimum flight altitude requirements described in paragraph 8.1.1 et seq, aircraft operated to performance Class A standards must be capable of meeting the following performance requirements. 8.1.1.8.1 One Engine Inoperative En-Route Net Flight Path CAT.POL.A.215 In the event of loss of one engine at the most critical point along the route, and in the meteorological conditions expected for the flight: a) The gradient of the net flight path must be positive at least 1,000 ft above all terrain and obstructions along the route within 5 nm (9.3 km) on either side of the intended track; or: b) The net flight path must permit the aircraft to continue flight from the cruising altitude, clearing vertically by at least 2,000 ft all terrain and obstacles along the route within 5 nm (9.3 km) on either side of the intended track, to an aerodrome where a landing can be made. The net flight path must have a positive gradient at 1,500 ft above the aerodrome where the landing is assumed to be made after engine failure and the effect of the operation of ice protection systems on the net flight path must be taken into account if, and when, relevant. Note: Fuel jettisoning (if applicable) is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. 8.1.1.8.2 Two Engines Inoperative En-Route Net Flight Path (Aircraft with 3 or More Engines) CAT.POL.A.220 No aircraft having three or more engines may be more than 90 minutes, at the all-engines long- range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with the following: a) The two engines inoperative en-route net flight path data must permit the aircraft to continue the flight, in the expected meteorological conditions, from the point where two Uncontrolled document if downloaded or printed  Page: 15 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative; b) The net flight path must clear vertically, by at least 2,000 ft, all terrain and obstructions along the route within 9.3 km (5 nm) on either side of the intended track; Note: If the navigational accuracy does not meet the 95% containment level, the width margin given above must be increased to 18.5 km (10 nm). c) At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data must be taken into account; d) The net flight path must have a positive gradient at 1,500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines; e) The expected mass of the aircraft at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at least 1,500 ft directly over the landing area and thereafter to fly level for 15 minutes. Note: Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. f) The net flight path must have a positive gradient at 1,500 ft (450m) above the aerodrome where the landing is assumed to be made after two engines failure; and g) From the cruising altitude to the aerodrome where landing can be made in the expected weather conditions, the net flight path must clear vertically by at least 2,000 ft (600m) all terrain and obstructions along the route within 5 nm (9.3 km) on either side of the intended track; and h) The quantity of fuel remaining on board must be sufficient to fly level for 15 minutes at 1,500 ft (450m) over the landing area. Note: Fuel jettisoning (if applicable) is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves. 8.1.1.9 Minimum Altitude / Flight Level to be Flown CAT.OP.MPA.270 The method for the determination of minimum altitudes / flight levels by the Jeppesen charting system used by AEROTRANSCARGO is described in the Operations Manual Part C. 8.1.1.9.1 Normal Operations When taking off or landing, the minimum altitude to be flown is that shown for the leg of the procedure being flown, or the sector/segment safe altitude when not following the procedure, as depicted on the relevant terminal chart. When under positive radar control, the minimum altitude to be flown is that cleared by the radar controller (see paragraph 8.1.1.6). Other than when taking off or landing, or descending in accordance with the procedures approved by the competent authority, the IFR flight level or altitude flown should be not less than the published minimum on-route or off-route altitude indicated on the applicable navigation chart. Uncontrolled document if downloaded or printed  Page: 16 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 8.1.1.9.2 Non-Normal Operations Diversion strategies for critical cases such as engine(s) failure and/or depressurization have been established taking into account the topography along a route where the local terrain may require a complex navigation manoeuvre to maintain a safe altitude whilst proceeding to an en-route alternate. In such a case, the minimum safe altitude and appropriate route may not be readily determined from the navigation chart. In each strategy, the altitudes presented provide a minimum buffer of 2,000 ft above any terrain, or an altitude that meets the requirement for passenger supplemental oxygen (see paragraph 8.8.3). Further information regarding drift down techniques is available in the Operations Manual Part B for the relevant aircraft type. 8.1.1.10 Adjustments to Minimum Obstacle Clearance Altitudes 8.1.1.10.1 Allowance for Wind Speed When the selected cruising altitude or flight level or engine(s)-inoperative stabilizing altitude is at or close to the indicated minimum obstacle clearance altitude and the flight is within 20 NM of terrain having a maximum elevation exceeding 2000 ft, the previously calculated MOCA must be increased for the effect of wind as follows: Add 500 ft. per 10 kt. Above 30 kt. (Maximum correction 2000ft). CAUTION: Where marked mountain waves exist or are likely to exist, the maintenance of the minimum obstacle clearance altitude may be difficult. In such circumstance’s consideration must be given to further incrementing the minimum obstacle clearance altitude. 8.1.1.10.2 Temperature Corrections When the ambient temperature on the surface is much colder than that predicted by the standard atmosphere, increments must be applied to the minimum flight altitude. 8.1.1.10.2.1 En-Route Temperature Correction When the ambient temperature is lower than International Standard Atmosphere (ISA) -15°C, the MOCA must be increased as follows. SURFACE TEMPERATURE CORRECTION TO MOCA ISA -16ºC to ISA -30ºC + 10% ISA -31ºC to ISA -50ºC + 20% CAUTION: If an assigned altitude does not meet adjusted MOCA criteria, pilots must request a new altitude. IFR assigned altitudes accepted and read back by a pilot must NOT be adjusted to compensate for cold temperatures i.e. if a pilot accepts “maintain 8,000 ft”, an altitude correction must not be applied to 8,000 ft. Uncontrolled document if downloaded or printed  Page: 17 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 8.1.1.10.2.2 Altitude Correction CAUTION: (1) When altitude corrections are applied to a published Procedure Turn, FAF crossing altitude or Missed Approach altitude, pilots shall advise ATC (Air Traffic Control) how much correction is to be applied. (2) In a number of regions, RADAR vectored altitudes are temperature compensated by ATC (Air Traffic Control) (see Jeppesen, other regional information, or confirm with ATC (Air Traffic Control). In such cases, additional corrections are NOT required. (3) In mountainous regions during any cold temperature operations, corrections to all published approach procedure altitudes and engine-out minimum acceleration altitude/height must be carefully considered. Note: (1) Temperature values from the reporting station nearest the position of the aircraft should be used. This is normally the aerodrome. (2)Approach altitude corrections are NOT applicable to published RNAV approaches with OAT at or warmer than the published minimum temperature. Uncontrolled document if downloaded or printed  Page: 18 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 9 Operating Procedures Date: 05 Mar 2021 8.1.1.10.2.3 Warm Temperature Corrections It is not necessary to correct minimum flight altitudes for temperatures significantly warmer than standard as an altimeter will under-read in warm temperatures and loss of terrain clearance is not a factor. However, the error may need to be accounted for in order that a valid altitude check can be performed during final approach. The following information is therefore provided as a guide to approach check altitudes (i.e. glideslope check altitude) when required. TEMPERATURE EQUIVALENT SEA LEVEL ALTIMETER UNDER- BDEVIATION (°C) TEMPERATURE READS BY APPROXIMATELY ISA + 15° 30° C 10% ISA + 30° 45° C 20% CAUTION: Do not amend the approach procedure or FMC database altitudes for WARM temperatures. 8.1.2 CRITERIA FOR DETERMINING THE USABILITY OF AERODROMES CAT.OP.MPA.105(a), 106, 107 & 180 The Flight Operations Manager is responsible for ensuring that all aerodromes which are selected as AEROTRANSCARGO destinations or alternates are adequate and suitable in all respects for the types of aircraft which are intended to use them. In this context, “adequate” implies that the runway dimensions and significant obstacles in the local area are such that the performance requirements for the nominated aircraft type will invariably be met at the weights at which the aircraft is planned to land and take off, and in the conditions (including contaminated runways) which may be expected to exist at the time of operation. For aircraft performances calculations – refer to OM part B , ch.4 “Performances”. Ancillary services, including ATS, appropriate aerodrome lighting, communications, navigation aids, weather reporting and emergency services as appropriate to the maximum total mass authorized and/or maximum passenger seating configuration of the particular aircraft type are to be available. The normal minimum level of Rescue and Fire Fighting should correspond to the following categories: Aircraft type Aerodrome ARFF code B 747-400 8 Aerotranscargo routinely operates into airports classified as ICAO Aircraft Category for fire fighting ARFF 7,8 and 9. Certain airports with limited ARFF category 5 or 6 capabilities may be used with the approval of the Flight Ops Manager on a case-by-case basis. Further information on the requirements for aerodrome fire and rescue (RFF) facilities are available in the Operations Manual Part C. Airfields planned as destinations, destination alternates and en-route alternates (ERAs) should be suitable and legal in all respects for the relevant period. In summary, the following factors should be taken into account: a) Controlled or uncontrolled aerodrome b) Surrounding terrain c) Available instrument approach procedures d) Runway length / characteristics / MALW e) Taxiways and apron characteristics (any PCN restrictions) f) Sufficient lightning g) Applicable aircraft performance requirements (take-off path / engine failure procedures) Uncontrolled document if downloaded or printed  Page: 19 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 34 Date: 18 Jan 2024 For take-off performances calculation AEROTRANSCARGO uses OPT (Boeing Onboard Performance Tool). The OPT Takeoff Module provides the performance limited takeoff masses at brake release and the takeoff speeds for each runway as a function of wind component and ambient temperature for all authorized takeoff flap settings in compliance with all the applicable regulations. Refer to OM part B , ch.4 “ Performances”. Note: EFRAS software will be kept as a back up for the same purpose, during the transition period. h) Rescue and firefighting category / emergency service i) Operational hours / official time restrictions j) Fuel service (type of fuel, operational hours) k) Available ground equipment / service (highloader, push-back truck, ground power etc.) l) Availability of qualified technical support m) Aerodrome classification for familiarization acc. category A, B, C n) Additional requirements, e.g. daylight ops only, checker / trainings captain only, autobrake must be used etc. o) Approval as DEST, ALT DEST or En-Route ALT 8.1.2.1 Flights Under Instrument Flight Rules (IFR) For operations under IFR, an approved approach procedure must be available for each destination and alternate aerodrome, with up-to-date copies of the approach plates available to each pilot. Specific aerodrome operating minima are similarly to be made available to the flight deck crew. These may normally be extracted from the approach chart, or, in exceptional circumstances, may be the subject of a special brief to the Commander. 8.1.2.2 Aerodrome Categorisation AMC1 ORO.FC.105(b)(2);(c)(b) Aerodromes will be categorised in ascending order of difficulty from Category A to Category C. The Aerodrome Classification System is published in Operations Manual Part C. When operations are planned to an aerodrome that has not been visited by an AEROTRANSCARGO aircraft previously and which is not already categorised and for which an aerodrome briefing is not available, the Flight Operations Manager will make an initial assessment of the probable operational issues involved and will, if necessary, organise a visit by an appropriate team to make a detailed assessment in order to complete the categorisation process. In addition the Training Manager or deputy, Ground Operations Manager or deputy, Maintenance Manager or deputy, Quality Manager or deputy and Safety Manager or deputy will conduct an initial assessment of the planned aerodrome considering AEROTRANSCARGO’s and legal requirements for operation. Assessment results will be reported to Accountable Manager before first time of operation. Note: Further information on the aerodrome categorisation procedure and listing for flight crew competence qualifications is available in the.Operations Manual Part C. 8.1.2.3 Take-off from an Aerodrome not contained in OM-C Such a take-off may only be made when the commander ensures that: a) the requirements according to Operations Manual Part B for the type of aircraft have been met and b) the surrounding terrain, take-off path and area permit the take-off to be performed safely refer to paragraph 8.1.1 and Uncontrolled document if downloaded or printed  Page: 20 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 c) Commander’s Aerodrome Qualification (refer to paragraph 8.1.2.4) are met for the aerodrome of intended operation as in accordance with aerodrome categorisation described in Operations Manual Part C. 8.1.2.4 Commander’s Aerodrome Qualification AMC1 ORO.FC.105(b)(2);(c)(b) 8.1.2.4.1 Category A Aerodromes Commanders are authorised to operate to all Category A aerodromes within an area for which they hold a qualification without further specific aerodrome qualification requirements. 8.1.2.4.2 Category B Aerodromes Prior to operating to a Category B aerodrome, the Commander should be briefed (or self-briefed) on the Category B aerodrome(s) concerned by means of programed instruction. The completion of this briefing is certificated when the Commander signs the declaration on the OFP. CAT B aerodrome briefings can be found in OM-C and Centrik “Airfield Briefings” in “documents”. Uncontrolled document if downloaded or printed  Page: 20-1 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 8.1.2.4.3 Category C Aerodromes Prior to operating to a Category C aerodrome, the Commander should be briefed and visit the aerodrome as an observer, operate as PNF with another Commander, as PF with a Training Captain and/or undertake instruction in a flight simulator with a dedicated visual database for that aerodrome and approved by the Authority for that purpose. This qualification will be certificated by AEROTRANSCARGO by the means described in the Operations Manual Part D. Note: Under exceptional circumstances AEROTRANSCARGO’s Flight Operations Manager, Training Manager or Company’s TRE, TRI may operate into category C aerodromes after having received briefing (or self-briefed) as described in paragraph 8.1.2 8.1.2.5 Alternate Aerodromes Note: It should be noted that individual State requirements may differ and these must be applied for operations within the territory and airspace of the State concerned. Details of specific State alternate aerodrome requirements are available in the Jeppesen Airway Manual. 8.1.2.5.1 Definitions “alternate aerodrome” means an aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing, where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following: a) take-off alternate: an alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure; b) en-route alternate: an alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route; c) destination alternate: an alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing Uncontrolled document if downloaded or printed Page: 20-2 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 Uncontrolled document if downloaded or printed  Page: 21 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 27 Date: 09 Mar 2023 8.1.2.5.2 Take-Off Alternate A take-off alternate shall be selected if meteorological and/or performance considerations preclude return to the departure aerodrome. Note: If the AFM does not contain a one-engine-inoperative cruising speed the speed to be used for the calculations that follow, the speed used must be the remaining engine(s) maximum continuous thrust speed. 8.1.2.5.2.1 Two-Engine Aircraft (Not Applicable to AEROTRANSCARGO Operations) 8.1.2.5.2.2 Four-Engine Aircraft For four-engine aircraft, the take-off alternate shall be located within two hours flight time at the AFM one engine inoperative cruising speed in still air ISA conditions based on the actual take-off mass. Note: For B747 aircraft the approximate distance is 950NM 8.1.2.5.3 Destination Alternate At least one destination alternate must be selected for each IFR flight unless: a) Both: i. The duration of the planned flight from take-off to landing does not exceed 6 hours; and ii. Two separate runways are available and useable at the destination and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at destination, the ceiling will be at least 2,000ft or circling height + 500ft, whichever is greater, and the visibility will be at least 5km. Note: Ceiling is defined as the height above ground or water of the base of the lowest layer of cloud below 20,000ft (6,000m) which covers more than half the sky. Note: If no alternates are selected, 15 minutes of additional fuel shall be added to ensure holding at destination airport at an altitude of 1,500ft at holding speeds based on standard conditions. Note: Runways on the same aerodrome are considered to be separate runways when: i. They are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway; and ii. Each of the landing surfaces has a separate approach procedure based on a separate aid. or: b) The destination is isolated and no adequate destination alternate exists. Note: This case must be specifically authorized by the CAA RM for the aerodrome and the route concerned. Note: AEROTRANSCARGO does not operate to Isolated Aerodromes. Uncontrolled document if downloaded or printed  Page: 22 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 10 Operating Procedures Date: 20 May 2021 Two destination alternates must be selected when the appropriate weather reports or forecasts or any combination of these for the destination indicate that: a) From 1 hour before to 1 hour after the aircraft’s ETA the weather conditions will be below the applicable planning minima; or b) When no meteorological information is available for the destination airfield. Note 1: All required alternates must be specified in the operational flight plan. Note 2 : It is recommended to select destination alternate located at least 100 nm from destination. 8.1.2.6 Landing – Destination and Alternate Aerodromes CAT.POL.A.225, AMC2 CAT.POL.A.225 It shall be ensured that the landing mass of the aeroplane does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome. (a) For instrument approaches with a missed approach gradient greater than 2.5% AEROTRANSCARGO shall verify that the expected landing mass of the aeroplane allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the one-engine inoperative missed approach configuration and speed. (b) For instrument approaches with decision heights below 200 ft, AEROTRANSCARGO must verify that the expected landing mass of the aeroplane allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2.5%, or the published gradient, whichever is the greater. 8.1.2.7 Landing on dry Runways CAT.POL.A.230 a) It shall be ensured that the landing mass of the aeroplane for the estimated time of landing allows a full stop landing from 50 ft. above the threshold within 60% of the landing distance available at the destination aerodrome and at any alternate aerodrome for turbojet powered aeroplanes; b) When showing compliance with paragraph a) above, an operator must take into account the following: i. The altitude at the aerodrome; ii. Not more than 50% of the headwind component or not less than 150% of the tailwind component; and iii. The runway slope in the direction of landing if greater than +/-2%. c) When showing compliance with paragraph a) above, it must be assumed that: i. The aeroplane will land on the most favourable runway, in still air; and ii. The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. d) If AEROTRANSCARGO is unable to comply with sub-paragraph c) i) above for a destination aerodrome having a single runway where a landing depends upon a specified wind component, an aeroplane may be dispatched if 2 alternate aerodromes are designated which permit full compliance with paragraphs a), b) and c). Before commencing an approach to land at the destination aerodrome the Commander must satisfy himself that a landing can be made in full compliance with paragraphs a) and b) above. Uncontrolled document if downloaded or printed  Page: 23 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 34 Date: 18 Jan 2024 e) If AEROTRANSCARGO is unable to comply with sub-paragraph c) ii) above for the destination aerodrome, the aeroplane may be dispatched if an alternate aerodrome is designated which permits full compliance with paragraphs a), b) and c). Note 1: It is not mandatory to calculate the Landing performance if the LDA is 2500m (8200ft) or greater assuming compliance provided no tailwind is forecast, and no change to aircraft state, requiring additional performance factors. Note 2: For calculation of aircraft landing performances Aerotranscargo uses OPT (Boeing Onboard Performance Tool). The OPT Landing Module provides the performance information for landing depending on the respective runway as a function of wind component, ambient temperature and barometric pressure for all authorized landing flap settings in compliance with all the applicable regulations. Refer to OM part B , ch.4. Note: EFRAS software will be kept as a back up for the same purpose, during the transition period. Additionally the program offers special functions to cover several abnormal conditions. 8.1.2.8 Landing on wet and contaminated Runways CAT.POL.A.235 a) It shall be ensured that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is at least 115% of the required landing distance. b) It shall be ensured as an AEROTRANSCARGO policy, that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance available must be at least the landing distance determined in accordance with paragraph a) above, or at least 133% of the landing distance determined in accordance with the approved contaminated landing distance data or equivalent, accepted by the CAA RM, whichever is greater. Note: If under exceptional circumstances the Commander concludes, after due consideration of all relevant factors (e.g.: fuel status, weather and runway conditions at alternate, reliability of the reported braking action or friction coefficient), a diversion to an alternate aerodrome is not the safest course of action, he/she may reduce the factor of 133% down to a minimum of 115%, which is the legal limit required by EU-OPS. c) A landing distance on a wet runway shorter than that required by paragraph a) above, may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways. d) A landing distance on a specially prepared contaminated runway shorter than that required by paragraph b) above, may be used if the Aeroplane Flight Manual includes specific additional information about the landing distances on contaminated runway. e) When showing compliance with sub-paragraphs b), c) and d) above, the criteria of paragraph 8.1.2.7 shall be applied accordingly except that paragraph 8.1.2.7 a) shall not be applied to sub- paragraph b) above. Note: For calculation of aircraft landing performances Aerotranscargo uses EFRAS software Landing Module provides the performance information for landing depending on the respective runway as a function of wind component, ambient temperature and barometric pressure for all authorized landing flap settings in compliance with all the applicable regulations. Refer to OM part B , ch.4. Note: all factors that significantly affect the performance of the aeroplane, including but not limited to: the mass of the aeroplane, the operating procedures, the pressure-altitude appropriate to the elevation of the aerodrome, the runway slope, the ambient temperature, the wind, and surface conditions of Uncontrolled document if downloaded or printed  Page: 23-1 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 34 Operating Procedures Date: 18 Jan 2024 the runway at the expected time of use, i.e. presence of snow, slush, water. Such factors shall be taken into account directly as operational parameters or indirectly by means of allowances or margins, which may be provided in the scheduling of performance data or in the comprehensive and detailed code of performance in accordance with which the aeroplane is being operated. Note: EFRAS software will be kept as a back up for the same purpose, during the transition period 8.1.2.9 In-flight check of the landing distance at time of arrival (LDTA) (CAT.OP.MPA.303) No approach to land shall be continued unless the landing distance available (LDA) on the intended runway is at least 115% of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the landing distance at time of arrival (LDTA) and the approach to land is performed with performance class A aeroplanes that are certified in accordance with either of the following certification specifications, as indicated in the type- certificate: 1. CS-25 or equivalent; 2. CS-23 at level 4 with performance level “High speed” or equivalent. For performance class A aeroplanes other than those referred to in point (a), no approach to land shall be continued, except in either of the following situations: (1) the LDA on the intended runway is at least 115% of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the LDTA; (2) if performance information for the assessment of the LDTA is not available, the LDA on the intended runway at the estimated time of landing is at least the required landing distance determined in accordance with point or point CAT.POL.A.235, as applicable. Performance information for the assessment of the LDTA shall be based on approved data contained in the AFM. When approved data contained in the AFM are insufficient in respect of the assessment of the LDTA, they shall be supplemented with other data which are either determined in accordance with the applicable certification standards for aeroplanes. (f)The operator shall specify in the OM the performance information for the assessment of the LDTA and the assumptions made for its development, including other data that, in accordance with point (e), may be used to supplement that contained in the AFM. 8.1.2.9.1 Assessment of the landing distance at time of arrival (LDTA) based on dispatch criteria a. The required landing distance for dry runways, determined in accordance with CAT.POL.A.230(a), contains adequate margin to fulfil the intent of the assessment of the landing distance at time of arrival (LDTA) on a dry runway, as it includes allowance for the additional parameters considered in that calculation. b. The required landing distance for wet runways also contains adequate margin to fulfil the intent of the assessment of the LDTA on such runways with specific friction-improving characteristics, as it includes allowance for the additional parameters considered in that calculation. c. When at the time of arrival, the runway is dry or is a wet runway with specific friction-improving characteristics and the overall conditions, including weather at the aerodrome and runway condition, Uncontrolled document if downloaded or printed  Page: 23-2 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 14 Date: 18 Oct 2021 have been confirmed as not changed significantly compared to those assumed at the time of dispatch, the assessment of the LDTA may be carried out by confirming that the assumptions made at the time of dispatch are still valid. d. Before taking any performance credit for the assessment of the LDTA for runways with friction- improving characteristics, the operator should verify that the runways intended to be operated on are maintained to the extent necessary to ensure the expected improved friction characteristics. The assessment of the LDTA begins with the acquisition of the latest available weather information and the Runway Condition Report (RCR). The information provided in the RCR is divided in two sections: a) The ‘aircraft performance’ section which contains information that is directly relevant in a performance computation. b) The ‘situational awareness’ section which contains information that the flight crew should be aware of for a safe operation, but which does not have a direct impact on the performance assessment. The ‘aircraft performance’ section of the RCR includes a runway condition code (RWYCC), the contaminant type, depth and coverage for each third of the runway. The determination of the RWYCC is based on the use of the runway condition assessment matrix (RCAM); however, the presentation of the information in the RCAM is appropriate for use by aerodrome personnel trained and competent in assessing the runway condition in a way that is relevant to aircraft performance. It is the task of the aerodrome personnel to report the appropriate RWYCC in order to allow the flight crew to assess the landing performance characteristics of the runway in use. When no RWYCC is available in winter conditions, the RCAM provides the flight crew with a combination of the relevant information (runway surface conditions: state and/or contaminant or pilot report of braking action (AIREP) in order to determine the RWYCC. Table 1 below is an excerpt of the RCAM and permits to carry out the primary assessment based on the reported contaminant type and depth, as well as on the OAT. Uncontrolled document if downloaded or printed  Page: 23-3 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 10 Operating Procedures Date: 20 May 2021 Table 1: Association between the runway surface condition and the RWYCC based on the reported contaminant type and depth and on the OAT Runway surface Surface condition Depth Notes RWYCC condition descriptor Dry n/a 6 Wet Damp 3 mm or less Including wet and 5 (any visible dampness) contaminated runways Wet below 25 % coverage in each runway third Slippery wet 3 Contaminated Compacted snow Any At or below OAT 4 -15 °C 3 Above OAT-15 °C 3 3 Dry snow 3 mm or less 5 More than 3 mm up to Including when any depth 3 100 mm occurs on top of compacted snow Any On top of ice 02 Frost 1 Any 5 Ice Any In cold and dry conditions 1 Slush 3 mm or less 5 More than 3 mm up to 15 2 mm Standing water 3 mm or less 5 More than 3 mm up to 15 2 mm Any On top of ice 02 Wet ice Any 02 Wet snow 3 mm or less 5 More than 3 mm up to 30 Including when any depth 3 mm occurs on top of compacted snow Any On top of ice 02 Note 1: Under certain conditions, frost may cause the surface to become very slippery. Note 2: Operations in conditions where less-than-poor braking action prevails are prohibited. Note 3: The runway surface temperature should preferably be used where available. A primary assessment may have to be downgraded by the aerodrome operator based on an AIREP of lower braking action than the one typically associated with the type and depth of contaminant on the runway or any other observation. Upgrading a RWYCC 5, 4, 3 or 2 determined by the aerodrome operator from the observed contaminant type is not allowed. A RWYCC 1 or 0 maybe be upgraded by the aerodrome operator to a maximum of RWYCC 3. The reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR. Uncontrolled document if downloaded or printed  Page: 23-4 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 14 Date: 18 Oct 2021 When the aerodrome operator is approved for operations on specially prepared winter runways, in accordance with Annex V (Part-ADR.OPS) to Regulation (EU) No 139/2014, the RWYCC of a runway that is contaminated with compacted snow or ice, may be reported as RWYCC 4 depending upon a specific treatment of the runway. In such cases, the reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR. When the aerodrome operator is approved for specially prepared winter runways, in accordance with Annex IV (Part-ADR.OPS) to Regulation (EU) No 139/2014, a runway that is contaminated with compacted snow or ice and has been treated according to specific procedures, will normally be reported as a maximum of RWYCC 4 SPECIALLY PREPARED WINTER RUNWAY. If the aerodrome operator is in doubt about the quality of the surface, it will be reported with a lower RWYCC, but the runway descriptor will still be SPECIALLY PREPARED WINTER RUNWAY. The term DOWNGRADED will be used in the ‘situational awareness’ section of the RCR. A SPECIALLY PREPARED WINTER RUNWAY has no loose contaminant; hence no contaminant drag on acceleration, and stopping performance corresponding to the reported RWYCC. Performance information for the assessment of the LDTA correlates the aircraft performance with the RWYCC contained in the RCR, hence the calculation will be based on the RWYCC of the intended runway of landing. 8.1.2.10 Abnormal operation (system failure) Dispatch only Determine the required landing distance by applying the applicable factors to the actual/demonstrated landing distance and add the increments for the malfunction. Uncontrolled document if downloaded or printed  Page: 24 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 3 Operating Procedures Date: 23 Apr 2020 8.1.3 METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA (AOM) CAT.OP.MPA.110; 125; AMC1-11 CAT.OP.MPA.110 GM2-3 CAT.OP.MPA.110 CAT.OP.MPA.265; 300; 305 & 320 AMC1 CAT.OP.MPA.300 AMC1 CAT.OP.MPA.305(e) GM1 CAT.OP.MPA.305(f) Operating minima will be established for each aerodrome planned to be used by calculation according to paragraph 8.1.3.2 et seq. Such minima will not be lower than any that may be established (e.g.: FAA Operations Specifications within the USA) for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. Note: The paragraph above does not prohibit in-flight calculation of minima for a non-planned alternate aerodrome if carried out in accordance with the method(s) described in the paragraphs that follow. In establishing the aerodrome operating minima which will apply to any particular operation, full account will be taken of: a) The type, performance and handling characteristics of the aircraft; b) The composition of the flight crew, their competence and experience; c) The dimensions and characteristics of the runways which may be selected for use; d) The adequacy and performance of the available visual and non-visual ground aids; e) The equipment available on the aircraft for the purpose of navigation and/or control of the flight path, as appropriate, during the take-off, the approach, the flare, the landing, roll-out and the missed approach; f) The obstacles in the approach, missed approach and the climb-out areas required for the execution of contingency procedures and necessary clearance; g) The obstacle clearance altitude/height for the instrument approach procedures; h) The means available to determine and report meteorological conditions; i) The flight technique to be used during final approach. 8.1.3.1 Planning Requirements CAT.OP.MPA.185 8.1.3.1.1 Take-off Alternates For selection as a take-off alternate, an aerodrome must satisfy the following conditions: a) Meteorological reports and/or forecasts (or any combination thereof) must indicate that the weather at the aerodrome will be at or above the applicable landing minima calculated according to paragraph 8.1.3.2 for the period commencing 1 hour before and ending 1 hour after the aircraft’s estimated time of arrival (ETA); and b) If only non-precision and/or circling approaches are available ceiling must be taken into account; and c) Any one-engine inoperative limitations must have been taken into account. 8.1.3.1.2 Destination Aerodrome For selection as a destination, an aerodrome must satisfy the following conditions: a) Meteorological reports and/or forecasts (or any combination thereof) must indicate that the weather at the aerodrome will be at or above the applicable planning minima as specified in b) and c) below for the period commencing 1 hour before and ending 1 hour after the aircraft’s ETA; and b) RVR/Visibility is in accordance with the applicable landing minima calculated according to paragraph 8.1.3.2; and c) For a non-precision or circling approach, the ceiling must be at or above MDH. Uncontrolled document if downloaded or printed  Page: 25 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 APPLICATION OF AERODROME FORECASTS (TAF & TREND) TO PRE-FLIGHT PLANNING (ICAO Annex 3 refers) 1. APPLICATION OF INITIAL PART OF THE TAF a) Applicable time period: From the start of the TAF validity period up to the time of applicability of the first subsequent 'FM...*' or 'BECMG' or, if no 'FM' or 'BECMG' is given, up to the end of the validity period of the TAF. b) Application of forecast: The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with the exception of the mean wind and gusts (and crosswind) which should be applied in accordance with the policy in the column 'BECMG AT and FM' in the table below. This may however be overruled temporarily by a 'TEMPO' or 'PROB**' if applicable acc. to the table below. 2. APPLICATION OF FORECAST FOLLOWING CHANGE INDICATORS IN TAF AND TREND BECMG (alone), BECMG FM, FM (alone) and BECMG TL, BECMG FM...* TL, in TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM... TL, PROB30/40 (alone) PROB TEMPO BECMG AT: case of TAF or TREND Deterioration and Deterioration Improvement Deterioration Improvement Deterioration for aerodrome Improvement and Transient / Showery Persistent Conditions Improvement planned as: Conditions in connections with e.g. In any case in connection with short-lived Haze, mist, fog, weather phenomena, e.g. dust/sandstorm, Thunderstorms, showers continuous precipitation Applicable from Applicable from Applicable form Not applicable Applicable Applicability the start of the the time of start the time of end change; of the change; of the change; Deterioration DESTINATION may be at ETA ± 1 HR Mean wind: Mean wind: Mean wind: disregarded; Mean wind: TAKE-OFF ALTERNATE Should be within Should be within Should be within Should be Improvement Should be within required at ETA ± 1 HR required limits; required limits; required limits; Mean wind and gusts disregarded should be limits; exceeding required limits may disregarded DESTINATION ALTERNATE Gusts: Gusts: Gusts: be disregarded. including mean at ETA ± 1 HR Gusts: May be May be May be wind and gusts. May be disregarded ENROUTE ALTERNATE disregarded. disregarded. disregarded. at ETA ± 1 HR Mean wind: Mean wind: Mean wind: Applicable if below applicable Applicable if below should be within should be within should be within landing minima applicable landing minima ETOPS ENRT ALTN required limits required limits required limits Mean wind: Should be within Mean wind: Should be at earliest/latest Gusts: exceeding Gusts: exceeding Gusts exceeding required limits within required limits ETA ± 1 HR crosswind limits crosswind limits crosswind limits Gusts: exceeding crosswind Gusts: exceeding should be fully should be fully should be fully limits should be fully applied crosswind limits should be applied applied applied fully applied Note 1: "Required limits" are those contained in the Operations Manual Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports is provided. * The space following 'FM' should always include a time group e.g. 'FM1030' Note: If a) above cannot be fulfilled, two destination alternates must be selected. Note: For USA ceiling and visibility at the alternate aerodrome is at both actual time of departure and ETA at the alternate aerodrome at or above planning minima for alternate aerodromes. For an isolated destination aerodrome, see paragraph 8.1.3.1.3. Uncontrolled document if downloaded or printed  Page: 26 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 28 Operating Procedures Date: 26 Apr 2024 8.1.3.1.3 Destination Alternate, 3% ERA and En-Route Alternate Aerodromes For selection as a destination alternate or as a required en-route alternate, meteorological reports and/or forecasts (or any combination thereof) for the aerodrome must indicate that the weather at the aerodrome will be at or above the planning minima specified in the Table below for the period commencing 1 hour before and ending 1 hour after the aircraft’s ETA. Below described planning minima must be applied unless higher alternate minima are prescribed by the state concerned (refer to Operations Manual Part C) Planning minima for Alternate Aerodromes except USA and Canada TYPE OF APPROACH PLANNING MINIMA AVAILABLE B CAT III CAT I1 CAT II CAT I1 CAT I Non-Precision1 & 2 Circling2 Non-Precision Or (if no circling approach available) Non-Precision1 & 2 + 200ft/1,000 m Higher of 1,200ft/5,000m Circling or Circling2 Note 1: RVR Note 2: The ceiling must be at or above the MDH Note 3: “Planning minima for Alternate Aerodromes in USA and Canada” on next page Uncontrolled document if downloaded or printed  Page: 27 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 Planning minima for Alternate Aerodromes in USA and Canada USA aerodrome with: Canada aerodrome with: Type of At least 2 separate At least 1approach At least 2 separate approach At least 1approach procedure approach approach procedures procedure procedures Based on 1 nav.-aid Based on 2 separate Based on 1 nav.-aid Based on 2 separate nav.- nav.-aids aids Serving 1RWY Serving 1RWY Serving 2 different RWYs Serving 2 different RWYs Ceiling Visibility Ceiling Visibility Ceiling Visibility Ceiling Visibility Precision Higher value Higher value Higher value Higher value Higher value of Higher value of Higher value of of of of of CAT I RVR CAT I RVR CAT I RVR CAT I CAT I RVR or or CAT II & minimum or 0,5 sm 600 ft 2,0 sm III or ≥ 300 ft for ≥ 4000 ft for or lower landing or or CAT II CAT II lowest usable ≥ 1,0 sm minimum of lowest usable 1,0 sm Respectively landing the 2 runways respectively landing minima minimum plus plus 200 ft ≥ 200 ft for ≥ 1800 ft for plus 300 ft 400 ft or or CAT III CAT III 400 ft 1,0 sm Precision Higher value Highest Non Higher value Higher value Higher value Higher value Higher value of Higher value of of precision of of of of Non precision Non precision Non visibility Non precision Non precision minimum minimum CAT I Non precision Non precision precision minimum minimum minimum minimum or or minimum or or or or 600 ft 2 sm or or lowest usable lower landing lowest usable lower minimum or or lower landing highest landing landing minimum of of the two lowest usable lowest usable minimum of minimum of minimum plus minimum plus the 2 approaches landing minima landing minima the 2 the two 400 ft 1,0 sm approaches used plus 0,5 plus 300 ft plus 1 sm approaches approaches plus 200 ft sm plus 200 ft used plus 0,5 or or sm 400 ft 1,0 sm Non Higher value Higher value Lowest usable Lowest usable Higher value Higher value of Higher value of Higher value of Precision of of landing landing of Non precision Non precision Non precision Non Non minimum plus minima plus Non precision minimum plus minimum plus minimum plus precision precision 400 ft 1,0 sm minimum plus 0,625 sm 200 ft 0,625 sm minimum minimum 200 ft or or plus 200 ft plus 0,625 or or lowest usable lowest usable sm higher landing higher landing landing minima landing minimum or or minimum of plus 300 ft plus 1,0 sm minimum of the higher higher the 2 2 approaches or or landing landing approaches plus 0,5 sm 800 ft 2,0 sm minimum of minimum of plus 200 ft the 2 the 2 or approaches or approaches 400 ft plus 200 ft plus 0,5 sm 1,0 sm Circling Not Not Not authorized Not authorized Not authorized Not authorized Not authorized Not authorized authorized authorized Note: Different runways mean that at least one single runway permitting straight-in approaches to land in both directions. Uncontrolled document if downloaded or printed  Page: 28 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 8.1.3.2 Calculation of Aerodrome Operating Minima 8.1.3.2.1 Aircraft Speed Categories For Aerodrome Operating Minima purposes, aircraft are divided into five speed categories based on their nominal threshold speed. This are defined as 1.3 times the stalling speed in the landing configuration, or 1.23 times VS1G for JAR 25 certificated aircraft, at the maximum certificated landing mass. The five categories are as follows: CATEGORY THRESHOLD SPEED (kts) A Less than 91 B B91 – 120 C 121 – 140 D 141 – 165 E 166 – 210 Note: The B747-400 falls into Category D. 8.1.3.2.2 Take-off Minima Take-off minima for a given aerodrome shall be not less than those for landing for the same aerodrome unless a take-off alternate aerodrome is available which meets all the relevant landing minima and performance requirements for the aircraft type. Minima must be high enough to ensure that there is sufficient guidance to enable the aircraft to be controlled in the event of both a take-off in adverse circumstances and a continued take-off after failure of the critical power unit. The Commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available (see paragraph 8.1.3.1.1). When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off may only be commenced if the Commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the Commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. The Commander must not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. When weather conditions are below the landing minima, a take-off alternate is normally required: a) Within one hour for non-ETOPS equipped aircraft; b) Within two hours for 3 and 4-engined aircraft; c) Within the maximum approved diversion time for ETOPS qualified aircraft, but not more than 2 hours. Uncontrolled document if downloaded or printed  Page: 29 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.1.3.2.2.1 RVR / Visibility for Take-off For multi-engined aircraft whose performance is such that in the event of a critical power unit failure at any point during take-off, the aircraft can either stop or continue to a height of 1500 ft above the aerodrome while clearing all obstacles by the required margins, the take-off minima may not be less than those given in the Table below or as defined in the take-off minima table for the respective runway. RVR/VISIBILITY FACILITIES B 3 (in metres) B Nil – Day only 500 Runway Edge Lighting and/or Centreline Marking 250/3001,2 Runway Edge and Centreline Lighting 200/2501 Runway Edge and Centreline Lighting and Multiple RVR information 150/2001,4 Note 1: The higher values apply to Category D aircraft. Note 2: For night operations at least runway edge and runway end lights are required. Note 3: The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment. Note 4: The required RVR value must be achieved for all the relevant RVR reporting points with the exception given in Note 3 above. Note 5: There is no formal definition of ‘Relevant RVR’. For AEROTRANSCARGO operations the definition will be: a) For take-off: ‘The RVR that reflects that portion of the runway required for the whole of the ground maneuver, including rejected take-off’. b) For landing: ‘The RVR that reflects the landing distance required down to taxiing speed’. Note 6: For Take-off in USA: a) If take-off is based on RVR, a touchdown zone transmissometer is required and shall indicate at least the required Minimum RVR and b) Any kind of runway marking or lighting is required and c) At least two operative RVR sensors are required and all reported RVR values are controlling and shall at least indicate the required Minimum RVR. Uncontrolled document if downloaded or printed  Page: 30 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 2 Operating Procedures Date: 03 Mar 2020 8.1.3.2.2.2 Exceptions to paragraph 8.1.3.2.2.1 above Subject to the approval of the CAA RM and provided the following requirements have been satisfied, take-off minima may be reduced to 125 m RVR for Category A, B and C aircraft or 150 m RVR for Category D (B747-400SF, -400BCF, -400F) aircraft when: a) Low Visibility Procedures are in force; b) High intensity runway centerline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation; c) Flight crew members have satisfactorily completed training in a Flight Simulator; d) A 90 m visual segment is available from the cockpit at the start of the take-off run; and e) The required RVR value has been achieved for all of the relevant RVR reporting points. 8.1.3.2.2.3 LVTO Requirements for Category D Aircrafts (summary) RVR LVTO Requirements for Category D Aircrafts