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Getting to Grips With CATII and CATIII | Aviation Safety | Aeronautics
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CAT II / CAT III OPERATIONS
Flight Operations Support & Line Assistance and AWO Interdirectorate Group
GETTING TO GRIPS WITH CATEGORY II AND III OPERATIONS
STL 472.3494/95
Issue 3 October 2001
FOREWORD The purpose of this brochure is to provide Airbus aircraft operators with the agreed interpretations of the currently applicable AWO regulations. Should any deviation appear between the information provided in this brochure and that published in the applicable AFM and MMEL, the information given in AFM and MMEL shall prevail at all times unless agreement is obtained from the national operational authorities. The brochure's objective is to provide recommendations that satisfy Category II and Category III operational and reliability requirements in order for an airline to obtain operational approval from the presiding operational authorities. All recommendations conform to the current regulatory requirements and are intended to assist the operators in maximizing the cost effectiveness of their operations. All brochure holders and users are encouraged to forward their questions and suggestions regarding this brochure. Any questions with respect to information contained herein should be directed to:
Flight Operations Support & Line Assistance Customer Services Directorate 1, Rond Point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex - FRANCE TELEX AIRBU 530526E SITA TLSBI7X TELEFAX 33/(0)5 61 93 29 68 or 33/(0)5 61 93 44 65
SUMMARY This document outlines the purpose of and concepts behind Category II and Category III operations, as well as the approval process required to obtain Category II and Category III certification. The objective of CAT II / CAT III operations is to provide a level of safety when landing in low visibility conditions, equivalent to that of 'normal' operating conditions. Category II / Category III constitutes the main part of All Weather Operations (AWO), which also consists of Category I, take-off, and taxiing in low visibility conditions. Although CAT II / CAT III represents a significant investment for an airline, it is the most effective way in which an airline can maintain its schedule throughout the year without any diversions due to the weather. This results in lower costs incurred by otherwise expensive diversions and passenger compensation, as well as preventing degradation of the airline's image. Although ICAO, the FAA and JAA regulations are slightly different, all refer to the same concepts for CAT II and CAT III operations. The main difference between CAT II / CAT III operations is that Category II provides sufficient visual reference to permit a manual landing at DH, whereas Category III does not provide sufficient visual references and requires an automatic landing system. Approval for CAT II / CAT III operations is dependent on four elements in order to maintain the required level of safety:
the aircraft the airfield the flight crew the operator
All of these elements must comply with the regulations established by the operator's responsible authority. An aircraft type must be approved for CAT II / CAT III operations with an automatic landing system, which provides automatic control of the aircraft during approach and landing. Similarly, the airfield must be approved for CAT II / CAT III operations. Crew training for CAT II / CAT III is divided into two parts. Firstly ground instruction and the philosophy of All Weather Operations, and secondly flight training carried out in either a simulator or during airborne training.
The start of the approval process consists of filing for CAT II / CAT III operations. The "file" includes aircraft type, aerodrome, flight crew training and procedures, and a maintenance program. Once filed, and after flight crew training, the operator's authority will require an operational demonstration, in order to establish if an appropriate level of safety is being met. Following this an operator may be certified for Category II or for Category III operations. The Airbus Family Concept and Category Il and III operations The flight decks of the A320 Family and the A330 and A340 are virtually identical, and their handling characteristics, systems and procedures are so similar that there is an unprecedented level of commonality. Because of this commonality the training for CAT II / CAT III operations will also be so similar that once a crew is qualified on one of the family types the process to go on to another will be that much quicker. This unique capability will help operators in their training and proficiency of crews and impact positively on the training costs associated with these kinds of operations. Even though A310/A300-600 cockpits are different, the Airbus CAT II / CAT III concepts are the same.
1.1 1.2 1.3 GENERAL A BRIEF HISTORY ECONOMIC ASPECTS
2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 CATEGORY II CATEGORY III DECISION HEIGHT AND ALERT HEIGHT RUNWAY VISUAL RANGE FAIL-PASSIVE AUTOMATIC LANDING SYSTEM FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM MINIMUM APPROACH BREAK-OFF HEIGHT CONCEPT OF MINIMA
3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 APPROVAL PROCESS AERODROME OPERATING MINIMA FLIGHT CREW PROCEDURES FLIGHT CREW TRAINING AND QUALIFICATION ATTACHMENT A MAINTENANCE PROGRAMME OPERATIONAL DEMONSTRATION CONTINOUS MONITORING AUTOLAND IN CAT I OR BETTER WEATHER CONDITIONS
4.1 4.2 4.3 4.4 INTRODUCTION AIRCRAFT EQUIPMENT AUTOMATIC LANDING CERTIFICATION CATEGORY II/III CERTIFICATION ATTACHMENT B
5. AIRFIELD REQUIREMENTS
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 INTRODUCTION RUNWAY CHARACTERISTICS VISUAL AIDS-RUNWAY MARKS VISUAL AIDS-RUNWAY LIGHTS VISUAL AIDS-APPROACH LIGHT SYSTEM OBSTACLE CLEARANCE AREA ILS FACILITY RVR AERODROME MAINTENANCE
5.10 ATC PROCEDURES ATTACHMENT C
6. OPERATIONAL APPROVAL FILE
6.1 6.2 6.3 6.4 6.5 INTRODUCTION AIRCRAFT REQUIREMENTS OPERATIONS AERODROME REQUIREMENTS OPERATING MINIMA
7. LOW VISIBILITY TAKEOFF (LVTO)
7.1 7.2 7.3 7.4 GENERAL LVTO WITH RVR BETWEEN 400M AND 150M LVTO WITH RVR BETWEEN 150M AND 125M LTVO WITH RVR BETWEEN 125M AND 75M
GENERAL A BRIEF HISTORY ECONOMIC ASPECTS
Landing in low visibility is perhaps one of the most "exciting" ways to operate an aircraft but is certainly the most demanding. Such progress in civil aviation was made possible by huge improvements in aircraft automatic control systems over the last 30 years coupled with stringent requirements for airfield equipment and crew qualification. In Category III, pilots see the runway lights only few seconds (about 5 seconds) before touchdown, therefore there is no margin for error. The basis for Category II/III operations, such as aircraft certification or airline operational demonstration, ensures a high level of safety. Moreover, approach success rate in actual in-line services is now nearly 100%. This brochure discusses all aspects of Category II, Category III and LVTO operations, which are the main part of AWO (All Weather Operations). The term AWO also includes Category I operations, and taxiing in low visibility, as shown below. Figure 1.1
CAT 1 CAT 2 CAT 3 LVTO LV TAXI
On 9 January 1969, a Caravelle of AIR INTER became the first aircraft in the history of civil aviation to land in actual Category III A conditions during a commercial flight (Lyon-Paris). The operational approval was obtained from the SGAC (France) only two months before in November 1968. This approval was the direct result of successful flight tests made since 1962 during which an automatic landing system was tested (5 March 1963 at Toulouse: first automatic landing without visibility). Since then, many aircraft were granted approval for Category III A, such as the Trident, the B747 (1971) or the Concorde (1975). In 1974, the A300 was certified for Category III A, followed by the A310 (1983) and also the A300-600 (1984) for CAT III B. Fail-operational automatic landing was first used for these types of operations, but it was found useful to develop fail-passive capability in order to satisfy airline requests. Currently, Airbus Aircraft are certified both with fail-passive (limited to DH=50ft) and fail-operational landing systems.
CAT II / CAT III equipment represent a significant cost for an airline. However, it is the only way to keep in-line services during the whole year without any diversion. Weather conditions mainly depend on the airfield location, nevertheless actual CAT II or CAT III conditions may occur at any airfield during some periods of the year. Diversions are expensive for an airline: directly by passenger compensation costs but also by the resulting bad "image". For these reasons, getting operational approval for CAT II and CAT III approaches may be considered as a necessary step in the evolution of a modern airline.
2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 CATEGORY II CATEGORY III DECISION HEIGHT AND ALERT HEIGHT RUNWAY VISUAL RANGE FAIL-PASSIVE AUTOLAND SYSTEM FAIL-OPERATIONAL AUTOLAND SYSTEM MINIMUM APPROACH BREAK-OFF HEIGHT CONCEPT OF MINIMA
The category II is a precision approach corresponding to weather minima as mentioned here below: ICAO definition A category II approach is a precision instrument approach and landing with decision height lower than 60m (200ft) but not less than 30m (100ft), and a runway visual range not less than 350m (1200ft). FAA definition A category II approach is a precision instrument approach and landing with decision height lower than 200ft (60m) but not lower than 100ft (30m), and a runway visual range less than 2400ft (800m) but not less than 1200ft (350m). JAA definition A category II approach is a precision instrument approach and landing with decision height lower than 200ft (60m) but not lower than 100ft (30m), and a runway visual range not less than 300m (1000ft). The three definitions refer to the concepts of Decision Height (DH) and Runway Visual Range (RVR), which will be explained later in this chapter. It is worth noting the difference between Cat II definitions by ICAO and FAA, and the definition by JAA of the minimum runway visual range (not less than 350m for ICAO and FAA but not less 300m for JAA).
CAT II OBJECTIVE
Airborne equipment, Non-visual aids (ILS facility), Visual aids (runway marks, lighting systems), Flight crew training, Flight crew procedures, ATC procedures, Aircraft maintenance, Airfield maintenance, Criteria for obstacle clearance.
A CAT III operation is a precision approach at lower than CAT II minima. CAT Ill is divided in three sub-categories: CAT III A, CAT III B, and CAT III C, associated with three minima levels ( CAT III A is associated with highest minima, and CAT III C with lowest minima).
ICAO and FAA definition A category III A approach is a precision instrument approach and landing with no decision height or a decision height lower than 100ft (30m) and a runway visual range not less than 700ft (200m). JAA definition A category III A approach is a precision instrument approach and landing with a decision height lower than 100ft (30m) and a runway visual range not less than 700ft (200m). It is worth noting that the JAA considers that CAT III A is always associated with a decision height (difference with ICAO/FAA).
ICAO and FAA definition A category III B approach is a precision approach and landing with no decision height or a decision height lower than 50ft (15m) and a runway visual range less than 700ft (200m), but not less than 150ft (50m). JAA definition A category III B approach is a precision approach and landing with no decision height or a decision height lower than 50ft (15m) and a runway visual range less than 700ft (200m), but not less than 250ft (75m). Notes: ICAO/FAA and JAA differ by the minimum RVR associated with CAT III B approaches (50m / 75m). JAA: Where the DH and the RVR do not fall in the same Category, the RVR will determine in which Category (CAT III A or B) the operation is to be considered.
CAT III C DEFINITION
ICAO and FAA definition A category III C approach is a precision approach and landing with no decision height and no runway visual range limitation. CAT III C operations are not currently authorized and the JAA does not mention this sub-category. Note from ICAO document: Where the DH and RVR do not fall within the same Category, either the DH or the RVR may determine in which Category the operation is to be considered. The operation will be in the Category with the lower minima.
The main objective of CAT Ill operations is to provide a level of safety equivalent to other operations but in the most adverse weather conditions and associated visibility. In contrast to other operations, CAT III weather minima do not provide sufficient visual references to allow a manual landing to be made. The minima only permit the pilot to decide if the aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety during rollout (basically CAT III B). Therefore an automatic landing system is mandatory to perform Category III operations. Its reliability must be sufficient to control the aircraft to touchdown in CAT III A operations and through rollout to a safe taxi speed in CAT III B (and CAT III C when authorized). Note about automatic landing: Automatic landing is not CAT III. An automatic landing system is only equipment providing automatic control of the aircraft during the approach and landing and is not related to particular weather conditions. This system is mandatory for all CAT III operations. However, it is a common practice to perform automatic landing in good visibility but in that case, the ILS performance must be sufficient and ILS signals protected (see Chapter 5). As for CAT II operations, the desired level of safety is achieved with more stringent requirements.
ICAO DH CAT II RVR 100ft DH < 200ft 350m RVR 1200ft RVR No DH or DH < 100ft (1) 200m RVR 700ft RVR No DH or DH < 50ft 50m RVR < 200m 150ft RVR < 700ft No DH No RVR limitation
FAA 100ft DH < 200ft 350m RVR < 800m 1200ft RVR < 2400ft No DH or DH < 100ft (1) 200m RVR 700ft RVR No DH or DH < 50ft 50m RVR < 200m 150ft RVR < 700ft No DH No RVR limitation
JAA 100ft DH < 200ft 300m RVR 1000ft RVR DH < 100ft (1) 200m RVR 700ft RVR No DH or DH < 50ft 75m RVR < 200m 250ft RVR < 700ft
DH CAT III A RVR
DH CAT III B RVR
DH CAT III C RVR (1)
DH 50ft if fail passive
15m = 100m = 50ft 300ft 30m = 150m = 100ft 500ft 50m = 175m = 150ft 600ft 75m = 200m = 250ft 700ft
300m = 1000ft 600m = 2000ft 1600m = 5000ft
350m = 1200ft 800m = 2400ft
500m = 1600ft 1000m = 3000ft
550m = 1800ft 1200m = 4000ft
the Decision Height (DH), the Alert Height (AH).
Decision height is the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been assessed as satisfactory to continue the approach and landing in safety (JAA). There are no significant differences in DH definitions according to other regulations. In this definition, runway elevation means the elevation of the highest point in the touchdown zone. According to the JAA, the DH recognition must be by means of height measured by radio-altimeter. But the FAA leaves the choice for CAT II DH recognition (radio-altimeter, inner markers or barometric altimeter). Visual references at DH Because the term of adequate visual reference could be differently interpreted, JAA has defined criteria for CAT II and CAT III for visual reference at DH which are now commonly accepted. For CAT II and CAT III A, a pilot may not continue the approach below DH unless a visual reference containing not less than a 3 light segment of the centerline of the approach lights or runway centerline or touchdown zone lights or runway edge lights is obtained. For CAT III B the visual reference must contain at least one centerline light.
An Alert Height is a height above the runway, based on the characteristics of the aeroplane and its fail-operational automatic landing system, above which a Category III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the automatic landing system, or in the relevant ground equipment (ICAO). In other AH definitions, it is generally stated that if a failure occurred below the Alert Height, it would be ignored and the approach continued.
Decision height concept: Decision height is a specified point in space at which a pilot must make an operational decision. The pilot must decide if the visual references adequate to safely continue the approach have been established.
If the visual references have not been established, a go-around must be executed. If the visual references have been established, the approach can be continued. However, the pilot may always decide to execute a go-around if sudden degradations in the visual references or a sudden flight path deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle Clearance Height (OCH), whichever is higher. In Category III operations with DH, the DH is lower than 100ft (typically equal to 50ft for a fail-passive automatic landing system and 15-20ft for a fail-operational automatic landing system). Figure 2.1
The DH is measured by means of radio-altimeter. When necessary, the published DH takes into account the terrain profile before runway threshold.
Alert height concept: Alert height is a height defined for Category III operations with a fail-operational landing system.
Above AH, a go-around must be initiated if a failure(1) affects the fail-operational landing system.
The list of these failures is mentioned in the AFM.
Below AH, the approach will be continued (except if AUTOLAND warning is triggered).
The AH is evaluated during aircraft certification; it is set at 100ft for A300, A310, A319, A320, A321 and 200ft for A330, A340. Figure 2.2
RUNWAY VISUAL RANGE DEFINITION
RUNWAY VISUAL RANGE CONCEPT
Categories II and III operations require rapidly updated and reliable reports of the visibility conditions which a pilot may expect to encounter in the touchdown zone and along the runway. RVR measurements replace the use of Reported Visibility Values (RVV) which is not appropriate for conditions encountered during the final approach and landing in low visibility, because the visibility observations are often several miles away from the touchdown zone of the runway. Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an aircraft in the final stages of approach or landing can see the markings or the lights as described in RVR definition.
RUNWAY VISUAL RANGE MEASUREMENTS
For Category II and Category III operations, the 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 (see Chapter 6 for further details). Transmissometer systems are strategically located to provide RVR measurements associated with three basic portions of a runway:
the touchdown zone (TDZ), the mid-runway portion (MID), and the rollout portion or stop end.
For Category II operations the TDZ measurement is required, and for Category III operations the TDZ and MID measurements are mandatory. But for CAT III operations with the lowest weather minima, the three measurements are normally required by FAA. For CAT III without DH JAR OPS 1 requires only one RVR measuring point on the runway.
ESTABLISHMENT OF RVR MINIMA
In Category II and Category III operations, the minima are expressed in terms of DH and RVR. It is relatively simple to establish the DH. But it is more difficult to establish the RVR to be associated with that DH in order to ensure the required visual reference (three-light segment). When establishing airfield operating minima, it is recommended to refer to acceptable minima as described in Chapter 3 paragraph 2. The use of those minima has resulted in a high approach success rate. Theory of RVR minima determination (ECAC document n17) The basic principles for the establishment of RVR minima are that the scale of visual reference required by a pilot at and below DH depends on the task that he has to carry out and that the degree to which his vision is obscured depends on the nature of the meteorological phenomena which creates the low visibility conditions. " ... the task that he has to carry out ... " Research using flight simulators and flight tests have shown that: 1. most pilots require visual contact to be established about three seconds above DH though it has been observed that this reduces to about one second when a fail-operational automatic landing system is being used; to establish lateral position and cross-track velocity, most pilots require to be able to see not less than a three-light segment of the centreline of the approach lights, or runway centreline, or runway edge lights ; to maintain a lateral level, most pilots require to be able to see a lateral element of the ground pattern, i.e. an approach lighting cross-bar, the landing threshold, or a barrette of the touchdown zone lighting ; to make an accurate adjustment to the flight path in the vertical plane, such as a flare, using purely visual cues, most pilots require to be able to see a point on the ground which has a low or zero rate of apparent movement relative to the aircraft.
Minimum visual segments at DH have been established for each category. Typical values are 60m for CAT III and 90m for CAT II automatic landing and 225m for CAT II with manual landing. Note 1: the visual segment is the runway segment that a pilot can see from his position
Correlation between visual segment: SVR ; RVR A formula can be used to compute the SVR required for the pilot to acquire visually the specified visual segment, at the DH for a particular operation.
SVR = ( v+ (h * cotan w ) ) + h (purely geometrical relation)
v : visual segment (m) h : pilot's eye height above ground level (m) w: Cockpit cut-off angle () = Down vision angle () - pitch angle ()
"... nature of the meteorological phenomena..." With regard to fog structure, data gathered in the United Kingdom over a twentyyear period have shown that in deep stable fog there is a 90% probability that the SVR from eye heights greater than 15ft above the ground will be less than the RVR. There is some evidence in pilots' reports that other low visibility conditions (heavy rain, blowing snow, dust, etc.) could produce a relationship similar to that observed in fog. So, to convert required SVR into required RVR, the model established in the UK for deep stable fog can be used. Refer to the following graph providing SVR/RVR ratio as a function of eye height. On 90% of occasions, the SVR is expected to be this proportion of RVR or more.
Example of establishment of required RVR For CAT II operations with auto pilot down to DH=100ft and manual control below, the required visual segment is 90m. The required SVR for such operation is 220.7m (using the example as shown in Figure 2.4). Eye height = DH + 20ft =120ft = 36.6m Cut-off angle = 20 Pitch = 4, w = 16, Visual segment = 90m Using above formula we find SVR =220.7 m At 120ft above ground level, the SVR/RVR is expected to be 0.68 or more, so we obtain a required RVR equal 324.6m. RVR = SVR x 1/0.68 = 324.6 m (for SVR/RVR=0.68) The same method may also be used to evaluate the visual segment for a given RVR. Other more or less sophisticated methods, have been used in the past. But with recent experience, it has been found that with the improvement in the performance of visual aids, and the increased use of automatic equipment in the new larger aircraft, most of the variables cancel each other out and a simple tabulation can be constructed which is applicable to a wide range of aircraft.
Additional information on pilot's eye position The pilots must realize the importance of eye position during low visibility approaches and landing. A too-low seat adjustment may greatly reduce the visual segment. When the eye reference position is lower than intended, the already short visual segment is further reduced by the cut-off angle of the glareshield or nose. Airbus aircraft are equipped with an eye position indicating device. The optimum eye position is obtained when the pilot sees the red indicator ball covering the white ball. Additional information on landing lights Use of landing lights at night in low visibility can be detrimental to the acquisition of visual references. Reflected lights from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be used in Category III weather conditions.
VISUAL SEGMENT AT DH=100ft WITH RVR 350m (TYPICAL CAT II) Figure 2.6
VISUAL SEGMENT AT DH=50ft WITH RVR 200m (TYPICAL CAT III A) Figure 2.7
An automatic landing 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 landing is not completed automatically. For a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure (JAA). On Airbus aircraft since the A320, fail-passive capability is announced by the display of CAT 3 SINGLE on the PFD. Figure 2.8 PFD on A340
An automatic landing system is fail-operational if, in the event of a failure below alert height, the approach, the flare and landing can be completed by the remaining part of the automatic system. In the event of failure, the automatic landing system will operate as a fail-passive system (JAA). On Airbus aircraft since the A320, fail operational capability is announced by the display of CAT 3 DUAL on the PFD. Figure 2.9 PFD on A340
The Minimum Approach Break-off Height (MABH) is the lowest height above the ground, measured by radio-altimeter, such that if a missed approach is initiated without external references: in normal operation, the aircraft does not touch the ground during the procedure ; with an engine failure during a missed approach, it can be demonstrated that taking this failure probability, an accident is extremely improbable.
This definition is not considered by the FAA and is abandoned by JAA following the harmonization process of the AWO regulations. The MABH will remain indicated in some Airbus AFM (except FAA AFM). For some Airbus type the MABH is replaced by an indication of the minimum DH and for more recent certifications the MABH will be replaced in the procedure section of the AFM by an indication of the altitude loss during automatic go around. The MABH or the altitude loss during automatic go around can be used by the airlines to determine the minimum DH in CAT III operation.
CONCEPT OF MINIMA
Regulations often use the term minima. In fact, this term could refer to different concepts: 1. 2. 3. 4. Airfield operating minima: established in accordance with the airport authority and published on approach charts. Operator's minima: lowest minima that an operator is allowed to use at a specified airfield, following an approval from its operational authority. Crew minima: lowest minima that the crew is authorized to operate, depending on the crew qualification. Aircraft minima: lowest minima which have been demonstrated during aircraft certification. These minima are indicated in the AFM.
APPROVAL PROCESS OPERATING MINIMA FLIGHT CREW PROCEDURES FLIGHT CREW TRAINING ATTACHMENT A: EXAMPLE OF CREW TRAINING
MAINTENANCE PROGRAMME OPERATIONAL DEMONSTRATION CONTINUOUS MONITORING AUTOLAND IN CAT I OR BETTER WEATHER CONDITIONS
Due to the very low visibility associated with CAT II / III operations, authorities strictly regulate all aspects of this type of operation, in order to maintain the general level of safety in air transportation . Basically, four elements are strictly regulated (as shown Figure 3.1). 1. 2. 3. 4. The aircraft The airfield The operator The flight crew
An operator applying for CAT II or CAT III operations must adhere to the rigid structure of the regulation to get the operational approval from his own authority. This chapter should be considered as an aid to understand the requirements and as an operator's guide to get the operational approval.
The approval process may differ according to the various regulations but the general principle follows the same basic sequences set out below. 1. An operator which applies for a Category II or Category III approval must submit a file to his national authority. This file represents the official application. Basically, this file must include the following items. 1.1 Aircraft type
Extracts taken from the Flight Manual mainly addressing aircraft certification status, list of required equipment for the intended mode of operations, the limitations, and the procedures following failures. 1.2 Airfield equipment
A description of the airfield equipment in accordance with ICAO standards for Category II/III, including visual and non-visual aids, runway characteristics, obstacle clearance area, RVR measurements, ATC procedures, etc. 1.3 Airfield operating minima
A proposal for airfield operating minima for each airfield intended to be used by the operator. 1.4 Flight crew training
A syllabus for ground training, flight/simulator training in order to get the Category II or III qualification and the requirements for recurrent training. 1.5 Flight crew procedures
A description of the operational procedures covering in particular crew task sharing, approach monitoring, decision making, handling of failures and go-around. 1.6 Maintenance program
A description of the maintenance program, which is mandatory to ensure the airborne equipment, will remain at the level of performance and reliability demonstrated during the certification.
2. After receiving this file, the authority will meet the operator to review the file and to notify the required operational demonstration. 3. The operator has to establish a simulator training program to qualify both instructors and pilots on the aircraft type. 4. During the operational demonstration, the operator must demonstrate his ability to perform Category II or III with an appropriate approach success rate and level of safety. 5. If the operational demonstration is satisfactory, the operator will obtain the approval for in-fine service with the specified minima. 6. During fine operations, the operator must provide periodic flight reports with all required data to the authority as part of a continuous monitoring process. The complete Category II and Category III approval process is illustrated in Figure 3.2.
CREATION OF A FILE FOR THE SUBMISSION
In order to help operators to create an operational approval file, the following is provided. 1. Basis for establishment of the DH and RVR minima, tables of acceptable minima _ paragraph 3.2 Operating Aerodrome Minima ` 2. Complete FAA/JAA requirements for crew training and qualification and Airbus training program _ paragraph 3.4 Crew Training ` 3. Requirements for flight crew procedures and examples of Airbus procedures _ paragraph 3.3 Flight procedures ` 4. Basis for aircraft maintenance _ paragraph 3.5 Maintenance `
5. Summary of airworthiness requirements for CAT II / CAT III and autoland certifications _ Chapter 4 Aircraft requirements ` 6. Standards for an airfield to be CAT II / CAT III approved _ Chapter 5 Aerodrome requirements `
Illustration of approval process
In the ICAO document "Manual of All Weather Operations" will be found the following definition of the term 'Aerodrome Operating Minima'.
The limits of usability of an aerodrome for either take-off or landing, usually expressed in terms of visibility or runway visual range, decision altitude (DA/DH) or minimum descent altitude/height (MDA/MDH) and cloud conditions.
For all CAT II / CAT III approaches, Aerodrome Operating Minima are expressed as a minimum DH and RVR. These Aerodrome Operating Minima must be established by the operator, as specified in the following extract of ICAO Annex 6. For related definitions concerning the Minima, refer also to paragraph 2.8 above.
An operator shall establish aerodrome operating minima for each aerodrome planned to be used. The method of determination of such minima must be approved by his authority. Except specific authorization, these minima shall be higher than any that may be established for such aerodromes by the state in which the aerodrome is located. An operator must take account of: the type, performance and handling characteristics of the aeroplane. The composition of the flight crew, their competence and experience. The dimensions and characteristics of the runway which may be selected for use. The adequacy and performance of the available visual and non-visual aids. The equipment available on the aeroplane for the purpose of navigation and/or control of the flight path, as appropriate, during the approach, the flare, the landing and the missed approach. The obstacles in the approach and missed approach areas and necessary clearance. The obstacle clearance altitude/height for the instrument approach procedures. The means to determine and report meteorological conditions. Extract of ICAO annex 6
To establish the decision height, the operator must follow the rules explained in the two paragraphs 3.2.2 (DH CAT II) and 3.2.3 (DH CAT III). To establish the acceptable RVR minima, reference should be made to figures 3.5, 3.6, 3.7 or 3.8 provided here below. However, each operator must refer to his national authority on this subject.
DETERMINATION OF THE DH FOR CATEGORY II
To establish a DH for a particular Category II operation, an operator must take into account five parameters as explained in this extract of the JAR-OPS.
An operator must ensure that the decision height for a Category II operation is not lower than: 1. 2. 3. 4. 5. The minimum decision height specified in the AFM. The minimum decision height to which the precision approach aid can be used solely by reference to instruments. The OCH for the category of aeroplane. The decision height to which the flight crew is authorized to operate. 100ft (30m). Extract of JAR-OPS
In 1 above, for all Airbus aircraft with Category II certification, the minimum DH specified in the AFM is 100ft. In 2 above, the minimum DH is related to the ILS ground installation performance. In 3 above, the definition of the OCH can be found in the Chapter 5.6.
Category II DH
DETERMINATION OF THE DH FOR CATEGORY III
To establish a DH for a particular Category III operation, an operator must take into account only three parameters as explained in this extract of the JAR-OPS.
An operator must ensure that the decision height for a Category III operation is not lower than:
The minimum decision height specified in the AFM. The minimum decision height to which the precision approach aid can be used solely by reference to instruments. The decision height to which the flight crew is authorized to operate.
Extract of JAR-OPS
There is no need to take obstacle clearance into account in the determination of the DH. A Category III approach ensures that the aircraft is within the Obstacle Free Zone (see definition of the OFZ in Chapter 5.6) during the approach and go-around. If the minimum DH is not specified in the AFM, the MABH or the information on the height loss after go around (refer to 2.7) can be used to determine the minimum DH. Figure 3.4 Category III DH
DETERMINATION OF RVR FOR CATEGORY II
The table of figure 3.5 provides commonly "acceptable Category II RVR minima" according to ICAO,FAA, and JAA. The RVR minima according to ICAO are taken from the ICAO document "Manual of All Weather Operations". The RVR minima according to FAA are taken from the AC120.29. The RVR minima according to JAA are taken from the JAR-OPS. As it is sometimes necessary to increase DH, the RVR minima according to JAA and FAA are a function of the DH. Figure 3.5
ICAO DH 100ft RVR 350m (1200ft) DH 100-120ft 121-140ft 150ft 500m (1600ft) 141-180ft 181-199ft
Category Il RVR minima
FAA RVR 1200ft (350m) 1200ft (350m) 1600ft (500m) 1800ft (550m) JAA RVR 350m/300m (1) 400m 450m 450m
300m for aircraft with AP in command down to a height which is not higher than 80% of the applicable DH. The RVR minima 350m according to ICAO is called basic CAT II minima and the RVR minima 500m is called restricted CAT II minima. ICAO recommends use of the restricted CAT II minima for the operational evaluation phases prior to authorization of basic CAT II minima.
DETERMINATION OF RVR FOR CATEGORY III
The table of Figure 3.6 provides commonly "acceptable Category III RVR minima" according to ICAO. This table is taken from "Manual of All Weather Operations". The table of Figure 3.7 provides commonly "acceptable Category III RVR minima" according to FAA. This table is compiled from information taken from AC120.28C. The table of Figure 3.8 provides commonly "acceptable Category III RVR minima" according to JAA. This table is taken from the JAR-OPS. RVR minima for Category III approaches are a function of the aircraft available equipment and automatic landing system capability (fail-operational or fail-passive).
Category III RVR minima / ICAO
Category III A Fail-passive automatic landing system DH Not less than 15m (50ft)
Category III B Fail-operational automatic landing system
Less than 15m (50ft) or no DH
300m (note 1)
For minima between 300m and 200m, RVR are restricted to operations conducted in accordance with specific criteria as specified in ECAC Doc 17 (or JAR-OPS) or AC120.28C.
Category III RVR minima / FAA
RVR AS A FUNCTION OF AUTOMATIC LANDING SYSTEM STATUS FAILPASSIVE SYSTEM
FAIL OPERATIONAL SYSTEM
WITHOUT ROLLOUT SYSTEM
WITH ROLL-OUT SYSTEM FAILOPERATIONAL 200m
APPROACH CATEGORY III A
D H 50ft DH < 100ft DH 50ft 200m 200m
FAILPASSIVE 200m
Not authorized Not authorized Not authorized Not authorized
DH < 50ft
Refer to AC 120-28C for further details and update.
Category III RVR minima / JAA
RVR AS A FUNCTION OF AUTOMATIC LANDING SYSTEM STATUS
FAILPASSIVE
DH < 100ft NO DH
200m (note 1)
Not applicable Not authorized
For operations to approved RVR values less than 300m, a go-around is assumed in the event of an autopilot failure at or below DH.
Operators must develop procedures and operational instructions to be used by flight crews. These procedures and instructions must be published in the Operations Manual. All the instructions must be compatible with the limitations and mandatory procedures contained in the Approved Flight Manual.
The procedures and the operational instructions should cover normal and abnormal situations, which can be encountered in actual operations. For this purpose, authorities define items to be covered by these procedures and instructions. For quick reference, we provide a list of items as taken from the JAR OPS. Other regulations are very similar. According to the JAA, the following items must be covered
Checks for the satisfactory functioning of the aircraft equipment, both before departure and in flight. Effect on minima caused by changes in the status of the ground installations and airborne equipment. Procedures for approach, flare, rollout and missed approach. Procedures to be followed in the event of failures, warnings and other abnormal situations. The minimum visual reference required. The importance of correct seating and eye position. Action which may be necessary arising from a deterioration of the visual reference. Allocation of crew duties in the carrying out of the procedures according to subparagraphs (a) to (d) and (f) above, to allow the pilot in command to devote himself mainly to supervision and decision making. The requirement for all height calls below 200ft to be based on the RA and for one pilot to continue to monitor the aircraft instruments until the landing is completed. The requirement for the localizer sensitive area to be protected.
The use of information relating to wind velocity, windshear, turbulence, runway contamination and the use of multiple RVR assessments. Procedures to be used for practice approaches and landing on runways at which the full CAT II or CAT III airfield procedures are not in force. Operating limitations resulting from airworthiness certification. Information on the maximum deviation allowed from the ILS glidepath and/or localizer. FLIGHT PREPARATION
In addition to normal flight preparation, the following planning and preparation must be performed when CAT II or CAT III approaches are envisaged.
Review NOTAMS to make sure that the destination airport still meets visual or non-visual CAT Il or CAT III requirements: Runway and approach lighting,
Radio navaid availability, RVR equipment availability, etc.
Aircraft status: check that required equipment for CAT II or CAT III approaches are operative. The required equipment list is given in the FCOM and in the AFM. Although CAT II / CAT III required equipment is not listed in the MMEL, the operator may choose to list them in his own MEL. When the aircraft log book is available, confirm that no write-up during previous flights affects equipment required for CAT II / CAT III. A maintenance release statement for CAT II / CAT Ill may be indicated in the log book according to airline policy. Crew qualification and currency must be reviewed (both CAPT and F/0 must be qualified and current). Weather information: check that the weather forecast at destination is within airline and crew operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are appropriate to the available approach means and at least equal or better than CAT I minima. Fuel planning: additional extra fuel should be considered for possible approach delays.
Check on ECAM STATUS page that the required landing capability is available. Although it is not required to check equipment that is not monitored by the system, if any of this equipment is seen inoperative (flag), the landing capability will be reduced. For A300/A310, check AUTOLAND WARNING light. Weather Check weather conditions at destination and at alternates. Required RVR values must be available for CAT II/III approaches. The selected alternate must have weather conditions equal to or better than CAT I. Approach ban Policy regarding an approach ban may differ from country to country. Usually the final approach segment may not be continued beyond the OM or equivalent DME distance if the reported RVR is below the published minima for the required transmissometers. After OM or equivalent, if RVR becomes lower than the minima, the approach may be continued. ATC calls Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III approach must be requested from ATC, 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. Before the outer marker, the required RVR values should be transmitted. Refer to 5.10. Seat position The correct seat adjustment is essential in order to take full advantage of the visibility over the nose. The seat is correctly adjusted when the pilots eyes are in line with the red and white balls located above the glareshield.
Use of landing 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 ll or CAT III weather conditions.
CAT II or CAT III crew briefing
The briefing should include the normal items as for any IFR arrival and in addition the following subjects should be covered prior to the first approach:
destination and alternate weather, airfield and runway operational status CAT II / CAT III, etc. aircraft systems status and capacity, brief review of task sharing, review approach procedure (stabilized or decelerated), review applicable minima (performance page), go-around procedure, ATC calls, brief review of procedure in case of malfunction below 1000ft, optimum seat position and reminder to set cockpit lights when appropriate
The procedures given in FCOM for CAT II and CAT III approaches make the best use of the automatic system of the aircraft. A320/A330/A340 FCOM procedures for CAT II/III indicate task sharing between PF and PNF without specifying the real position of PF. This was intentionally done to give the airlines the possibility to adapt their own policy. TASK SHARING CM1 and CM2 task sharing must be clearly defined in the Airline Operations Manual. The task sharing proposed here below is one example of how to conduct a CAT II/III approach. Whatever the Airline policy, the AFM procedures must be observed. For the Airbus Training Center the recommended task sharing for a CAT II / CAT III approach is that CM1 is PF and CM2 is PNF. The workload is distributed in such a way that the PF primary tasks are supervising and decision making, and the PNF primary task is monitoring operation of the automatic system.
In summary the tasks are shared as follows:
All CAT II and CAT III operations
has hands on controls and thrust levers throughout the approach, landing or go-around; makes FCU selections (if any); takes manual control in the event of AP disconnection ; monitors flight instruments.
Approaching DH: starts to look for visual references, progressively increasing external scanning as DH is approached. If no DH procedure is used, the PF will nevertheless look for visual references.
At or before DH (if his decision is to continue): calls "LANDING" ; scans mostly head-up to monitor the flight path and flare (in CAT II or CAT III A) or the position on the runway (in CAT IIIB) by visual references; monitors thrust reduction or for A320/A330/A340, at "RETARD" call-out, sets thrust levers to idle ; selects and controls reverse thrust; disengages autopilot when taxi speed is reached.
monitors flight instruments head-down throughout approach, go-around or landing until rollout is completed; calls any deviation or failure warning ; calls barometric heights as required, and monitors auto call-out or calls radio heights including "100 above" ; monitors FMA and calls mode changes as required.
At DH (identified by aural and visual warning): if decision is not announced by CM1, calls "MINIMUM"; if no response from CM1, initiates a go-around.
CAT III operations without DH
if no failure by AH, calls "LANDING"; monitors flare by flight instruments; monitors lateral guidance during flare by yaw bar on PDF ; monitors automatic ground roll by scanning alternately instruments and external references.
IF DECISION IS TO GO AROUND:
calls "GO-AROUND FLAPS"; initiates go-around by setting thrust levers to TOGA (or triggering GO levers for A300/A310); monitors rotation on PFD; checks positive climb (V/S and RA); commands configuration changes.
Operations with DH
It should be stressed that the DH is the lower limit of the decision zone during which, in limiting conditions, the CM1 will be assessing the visual references. CM1 should come to this zone prepared for a go around but with no pre-established judgement. CM1 should make a decision according to the quality of the approach and the way the visual references develop as DH is approached.
a) CAT II Operations
In CAT II operations the conditions required at DH to continue the approach are that the visual references should be adequate to monitor the continued approach and landing, and that the flight path should be acceptable. If both these conditions are not satisfied, it is mandatory to initiate a go around.
The visual references required at DH in CAT II operations to continue the approach may be any of the following:
a segment of the approach light system, the runway threshold, the touchdown zone.
In CAT III operations with DH, the condition required at DH is that there should be visual references, which confirm that the aircraft is over the touchdown zone. Go around is mandatory if the visual references do not confirm this. CAT III without DH For this category of operation, the decision to continue does not depend on visual references, even though a minimum RVR is specified (see OPERATING MINIMA). 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. If a failure occurs prior to reaching the AH, a go-around will be made. A go around must nevertheless be performed if the autoland warning is triggered below AH. LOSS OF VISUAL REFERENCES A. Operations with DH - before touchdown
If the decision to continue has been made and the visual references subsequently become insufficient (for the appropriate category), or the flight path deviates unacceptably, a go-around must be initiated (a go around initiated below the MABH, whether auto or manual, may result in ground contact). NOTE: If the touchdown occurs after GA is engaged the AP remains engaged in that mode, and ATHR remains in TOGA. Ground spoilers and auto-brake are inhibited.
Operations with and without DH - after touchdown
If the visual references are lost after touchdown, a go-around should not be attempted. The rollout should be continued with AP in ROLLOUT mode down to taxi speed.
FLIGHT PARAMETERS DEVIATION CALLS
PARAMETERS IAS RATE OF DESCENT PITCH ATTITUDE BANK ANGLE LOCALIZER GLIDE SLOPE
IF DEVIATION EXCEEDS + 10kt - 5kt -1000ft/min 10 nose up 0(A330/340), - 2.5 (A320/321) 7 EXCESS DEVIATION WARNING 1/4 DOT (PFD) 1 DOT (PFD)
CALL REQUIRED "SPEED" "SINKRATE" "PITCH" "BANK" "LOCALIZER" "GLIDESLOPE"
These calls would normally be made by the PNF and acknowledged by the PF. However, any crewmember that sees a deviation outside the above limits should make the appropriate call. If any of these limits are exceeded approaching DH, a go-around should be considered.
GENERAL In general there are three possible responses to the failure of any system, instrument or element during the approach.
CONTINUE the approach to the planned minima. REVERT to higher minima and proceed to (above 1000ft). GO AROUND and reassess the capability.
The nature of the failure and the point of its occurrence will determine which response is appropriate. As a general rule, if a failure occurs above 1000ft AGL the approach may be continued reverting to a higher DH, providing the appropriate conditions are met (refer to "DOWNGRADING CONDITION"). Below 1000ft (and down to AH when in CAT III DUAL) the occurrence of any failure implies a go-around, and a reassessment of the system capability. Another approach may then be undertaken to the appropriate minima for the given aircraft status. It has been considered that below 1000ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitations and brief for minima. In CAT III DUAL, in general, a single failure (for example one AP failure or one engine failure) below AH does not necessitate a go-around. But a go-around is required if the autoland warning is triggered. ABNORMAL PROCEDURES The required procedures following failures during CAT II or CAT III approaches are provided in the Approved Flight Manual (AFM). These procedures have been established and approved during the aircraft CAT Il / CAT III certification. It has been found that a simplification of the AFM abnormal procedures was desirable for actual operation. Therefore, these simplified abnormal procedures, which are necessarily more conservative, are published in the FCOM. Operators may always refer to AFM for detailed information if they want to develop their own abnormal procedures.
The abnormal procedures can be classified into two groups 1. 2. Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning (triple click). Failures that do not trigger a downgrading of capability but are signaled by other effects (Flag, ECAM warning, amber caution and associated audio warnings).
It should be noted that some failures might trigger ECAM warnings, cautions and a downgrading of capability. The FCOM describes what should be the crew responses to failures in function to the height. Above 1000ft: * DOWNGRADING CONDITIONS
Downgrading from CAT 3 to CAT 2 is permitted only if ECAM actions are completed, RVR is at least equal to CAT II minima, Briefing is amended to include CAT II procedure and DH. Decision to downgrade is completed above 1000ft AGL, ECAM actions are completed, at least one FD is available, RVR is at least equal to CAT I minima, briefing is amended to include CAT 1 procedure and DH. the decision to downgrade is completed above 1000ft AGL,
switching from one AP to another before 1000ft AGL is permitted.
Downgrading from CAT 2 to CAT 1 permitted only if
Below 1000ft and above DH (for CAT 2 or CAT 3 SINGLE) or above AH (for CAT 3 DUAL) a go-around must be performed in case of:
ALPHA FLOOR activation, loss of AP (cavalry charge), downgrading of capability (triple click), amber caution (single chime), engine failure.
At 350ft* RA LAND must be displayed on FMA and runway course must be checked. If runway course is incorrect or LAND does not appear, a go-around must be performed. If conditions permit, and according to airline policy, a CAT ll approach with AP disconnection no later than 80ft may be performed. LAND is displayed if LOC and GS track modes are active and at least one RA is available. These conditions need to be obtained no later than 350ft AGL to allow a satisfactory automatic landing. * Depending on terrain profile before the runway LAND mode may appear at lower height. This can be acceptable provided it has been demonstrated that automatic landing is satisfactory. At 200ft RA and below Any AUTOLAND warning requires an immediate go-around. If visual references are sufficient and a manual landing is possible, the PF may decide to land manually. At flare height If FLARE does not come up on FMA, a go-around must be performed. If visual references are sufficient and a manual landing is possible, the PF may decide to complete the landing. After touchdown In case of anti-skid or nose wheel steering failure, disconnect AP and take manual control. If automatic rollout control is not satisfactory, disconnect the AP immediately.
FLIGHT CREW TRAINING AND QUALIFICATION
It is essential that flight crews are trained and qualified in all aspects of All Weather Operations appropriate to the intended operations. This process is divided into two parts:
Ground instruction in the background and philosophy of all-weather operations. Flight training which may be carried out in approved flight simulator and/or during airborne training.
This ground and flight training must be conducted in accordance with the requirements of the operational regulation, which are described in
ICAO All Weather Document n9365 AN/910 which represents the basic aeronautical requirements for CAT II and CAT III. US/European regulations: * AC 120-28C and D (CAT Ill) and AC120-29 (CAT II) for airlines under FAA authority. * JAR-OPS for operators under JAA authority. * ECAC Document n17 * CAA CAP 359 * DGAC Decision 3437 (2106/1975) etc.
Although the wording and format of these documents are different, the requirements are quite similar. Only two training programs and qualification requirements (FAA and JAA) are described in this chapter. Moreover, to be easily accessible, the different requirements are presented in separate paragraphs: 3.4.1 3.4.2 3.4.3 3.4.4 FAA ground training program JAA ground training program FAA flight training program and qualification JAA flight training program and qualification
At the end of this paragraph in the Attachment A, we provide the training syllabi for CAT II and CAT Ill as established by the Airbus Training Center.
FAA GROUND TRAINING PROGRAM
Most of the subjects to be covered during ground training apply to both CAT II and CAT III, therefore the following description does not always specify the items which apply to CAT II or CAT III only. Refer to FAA regulations if a CAT II training only is required.
The ground training program will address the following items: 1. Ground facilities
The operational characteristics, capabilities and limitations as applied to CAT II / CAT III of:
The instrument landing system and critical area protection, The visual approach aids ; i.e. approach lights, touchdown zone and centerline, signs and markings, Transmissometer systems, Facility status, NOTAMS, or outage reports pertinent to use of CAT Il / CAT III minima.
The operational characteristics, capabilities and limitations appropriate to the CAT II / CAT III system(s) utilized such as:
Automatic landing system, Autothrust system, Flight director system, Instrumentation and display systems, Systems and aircraft characteristics which determine the AH or DH as applicable, Other systems or devices peculiar to the particular installation, i.e. failure warning systems etc. Description of the limits to which acceptable system performance has been demonstrated for wind and windshear.
Review of operations specifications applicable to CAT II / CAT III operations Policies and procedures concerning the conduct of CAT II / CAT IlI operations on icy or snow-covered runways, as well as those runways with braking action reported less than good. Pilot reporting of ILS anomalies, airport lights outage and other discrepancies which may be pertinent to CAT II / CAT III approaches.
JAA GROUND TRAINING PROGRAMME
Most of the subjects to be covered during ground training apply to both CAT II and CAT Ill, therefore the following description does not always specify the items which apply to CAT II or CAT III only. Refer to JAA regulations if a CAT II training only is required.
The ground training program will address the following items: 1. 2. 3. 4. 5. 6. 7. 8. 9. The characteristics and limitations of the ILS and/or MLS. The characteristics of the visual aids. The characteristics of fog. The operational capabilities and limitations of the particular airborne system. The effects of precipitation, ice accretion, low-level windshear and turbulence. The effects of specific aircraft malfunctions. The use and limitations of RVR assessment system. The principles of obstacle clearance requirement. Recognition of and action to be taken in the event of failure of ground equipment.
10. The procedures and precautions to be followed with regard to surface movement during operations when the RVR is 400m or less. 11. The significance of decision heights based upon radio altimeters and the effect of terrain profile in the approach area on radio altimeter readings and on the automatic approach/landing system. 12. The importance and significance of alert height, when applicable and the action in the event of any failure above and below the alert height. 13. The importance of correct seating and eye position. 14. The qualification requirements for pilots to obtain and retain approval to conduct CAT II and CAT III operations.
FAA FLIGHT TRAINING PROGRAM/QUALIFICATION
FAA SIMULATOR AND/OR FLIGHT TRAINING PROGRAM The following items are to be covered on both initial training and at least annually during recurrent training/proficiency checks for both pilot in command and second in command (see AC 120-28C or D). 1. 2. 3. 4. 5. Determination of the DH, if a DH applies, including use of radio altimeter. Recognition of and proper reaction to significant failures encountered prior to and alter reaching the AH or DH as applicable. Missed approach technique and expected height loss as it relates to manual or automatic go-around and initiation altitude. Runway Visual Range - its use and limitations, including the determination of controlling RVR and required transmissometers. The availability and limitations of visual cues encountered on approach both before and alter DH, if applicable. This includes procedures for unexpected deterioration of conditions to less than minimum RVR encountered during approach, flare and roll-out, demonstration of expected visual references with weather at minimum conditions, and the expected sequence of visual cues during an approach in which visibility is at or above landing minima. The effects of vertical and horizontal windshear (not required for recurrent training/proficiency checks). Procedures for transitioning from non-visual to visual flight. Pilot recognition of the limits of acceptable aircraft position and flight path tracking during approach, flare, and, if applicable, rollout. Pilot recognition of and reaction to airborne or ground system faults or abnormalities, particularly alter passing AH or DH.
These items should be incorporated into the training program in sufficient detail to show how each one will be accomplished during initial and recurrent training. For instance, the simulator could be frozen at/or below 50ft with varying visibility, wind components, runway lighting, configurations, and offsets from centerline to demonstrate conditions that may be encountered on the line. The above listed items should be accomplished in an approved simulator unless the applicant can show that equivalent training is provided by the use of other training aids and/or devices.
INITIAL TRAINING REQUIREMENTS CATEGORY II
Low approach system 1. Dual flight director
Maneuvers (1) (a) Two ILS approaches to 100ft; from one a landing will be accomplished and from the other a missed approach. (b) Two ILS approaches to 100ft; one using flight director and one using auto coupler; from one a landing will be accomplished and from the other a missed approach. (c) One raw data ILS approach to 200ft. (d) One ILS approach to 100ft using flight director or approach coupler. (e) From one of the approaches specified in (c) and (d), a landing will be accomplished; from the other, a missed approach.
Initial/Recurrent training Satisfactorily demonstrate (a) to a company check pilot or an FAA inspector.
2. Flight director and approach coupler (dual flight director CAT II)
Satisfactorily demonstrate (b) to a company check pilot or an FAA inspector.
3. Single flight director or approach coupler
Satisfactorily demonstrate (c), (d) and (e) to a company check pilot or an FAA inspector. Applicable to two-engine propeller aircraft only.
Either an aircraft or an approved visual simulator may be used. When accomplished in an approved visual simulator, the system must simulate the appropriate category of weather, ceiling and visibility, and be equipped with an appropriate lighting system, which depicts the approach and runway lights. Seconds in command net expressly prohibited by the operator from conducting CAT II approaches will meet the same initial and recurrent flight training requirements specified for pilots in command. In any case, each second in command will demonstrate to a company check pilot or FAA inspector his ability to perform his assigned function during initial and recurrent training. For details refer to AC120.29.
RECURRENT TRAINING REQUIREMENTS CAT II The recurrent training is identical to initial training at least once a year. INITIAL TRAINING REQUIREMENTS CAT III Each pilot in command should satisfactorily demonstrate to either a company check pilot or an FAA inspector the following requirements in an approved simulator or in flight with a suitable view limiting device (e.g. variable-density, see-through training hood) in an aircraft configured with the appropriate CAT III system and approved for these maneuvers:
Simulator Training Pilot in command Two ILS approaches using the automatic landing system one automatic landing from one of the approaches one missed approach starting from very low altitude which may result in an inadvertent touchdown during the go-around maneuver. Second pilot in command Should demonstrate his ability to perform his duties. If not expressly prohibited from performing the duties of pilot in command, should accomplish additional requirement of pilot in command as quoted above.
Flight Training If the initial training is done in an approved simulator, at least: Two actual automatic landings should be conducted in the aircraft prior to conducting CAT III approaches with weather conditions below CAT II minima.
For CAT III B operations predicated on the use of a fait-passive rollout control system (not applicable for Airbus aircraft), a manual rollout using visual reference or a combination of visual and instrument references. This maneuver should be initiated by a fail-passive disconnect of the roll-out control system, after main gear touchdown and prior to nose gear touchdown, in conditions representative of the most adverse lateral touchdown displacement and weather conditions anticipated in normal CAT III B operations with a fail-passive roll-out control system.
RECURRENT TRAINING REQUIREMENTS CAT III Pilot in command/ second pilot: identical training as initial one. At least once a year. Additional information If one of the required redundant operational systems is a manual system based on instrument displays, the pilot will be required at least annually to demonstrate proficiency, in flight or in approved simulator, in the use of such a system. In the case of a pilot in command who is dual aircraft qualified, the proficiency requirements are to be accomplished at least annually for each aircraft type. * Ground and flight training - aircraft interchange. When equipment interchange is involved, the pilot in command and the second in command are to receive sufficient ground and flight training to ensure complete familiarity and competence with the particular airborne CAT III system on the interchange aircraft. The amount of training required will depend on the differences in the flight control and display systems, and cockpit configuration. * Ground and flight training - foreign CAT III airports. If the operator has authorization for CAT III operations at an airport in a foreign country which imposes procedures or limitations different from those in the United States, both the pilot in command and the second in command should receive sufficient ground and/or flight training to ensure familiarity and competence with these different conditions and requirements. * CAT III A/B evaluation on line checks. Operators should give consideration to requiring an approach utilizing CAT III equipment and procedures appropriate to crew qualification and aircraft capability whenever CAT III A/B aircraft are utilized for line evaluations.
JAA FLIGHT TRAINING PROGRAM/QUALIFICATION
JAA SIMULATOR AND/OR FLIGHT TRAINING PROGRAM 1. The training program for CAT II and CAT III must include in flight or in simulator the following items: 1.1 Checks of satisfactory functioning of equipment, both on the ground and in flight. 1.2 Effect on minima caused by changes in the status of ground installations. 1.3 Monitoring of automatic flight control systems and autoland status annunciators with emphasis on the action to be taken in the event of failures of such systems. 1.4 Actions to be taken in the event of failures such as engines, electrical systems, hydraulics of flight control systems. 1.5 The effect of known unserviceabilities and use of minimum equipment lists. 1.6 Operating limitations resulting from airworthiness certification. 1.7 Guidance on the visual cues required at DH together with information on maximum deviation allowed from glidepath or localizer. 1.8 The importance and significance of AH if applicable. 2. 3. The training program must train each flight crewmember to carry out his duties and the co-ordination with either crewmember. The training must be divided into phases covering normal operation with no aircraft or equipment failures, but including all weather conditions which may be encountered and detailed scenarios of aircraft and equipment failure which could affect CAT II or III operations. If the aircraft system involves the use of hybrid or other special systems (such as HUD or enhanced vision equipment) then flight crewmembers must practice the use of these systems in normal and abnormal modes during the simulator phase of training. Incapacitation procedures appropriate to CAT II and III operations shall be practiced.
For aircraft with no type specific simulator, operators must ensure that the initial flight-training phase specific to the visual scenarios of CAT II operations is conducted in a simulator approved for that purpose by the authority. The training and procedures that are type specific shall be practiced in the aircraft. The initial CAT II and III training phase will normally be conducted on completion of type conversion training and shall include at least the following exercises: 6.1 Approach using the appropriate flight guidance, autopilot and control systems installed in the aircraft, to the appropriate DH and to include transition to visual flight and landing. 6.2 Approach with all engines operating using the appropriate flight guidance system, autopilot and control systems installed in the aircraft down to the appropriate DH followed by missed approach; all without external visual reference. 6.3 Where appropriate, approaches utilizing automatic flight systems to provide automatic flare, landing and rollout. 6.4 Normal operation of the applicable system both with and without acquisition of visual cues at DH.
Subsequent phases of initial training include at least: 7.1 Approaches with engine failure at various stage on the approach. 7.2 Approaches with critical equipment failures (e.g electrical systems, autoflight systems; ground and/or airborne ILS/MLS systems and status monitors). 7.3 Approaches where failures of autoflight equipment at low level require either:
Reversion to manual flight to control flare, landing and roll-out or missed approach or Reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below DH including those which, may result in a touchdown on the runway.
7.4 Failures of the systems which, will result in excessive localizer and/or glideslope deviation, both above and below DH, in the minimum visual conditions authorized for the operation. In addition, a continuation to a manual landing must be practiced if a HUD forms a downgraded mode of the automatic system or the HUD display forms the only flare mode. 7.5 Failures and procedures specific to aircraft group, type or variant. 7.6 The training program must provide practice in handling faults, which require a reversion to higher minima. 7.7 The training program is to include the handling of the aircraft when, during a fail-passive CAT III approach, the fault causes the autopilot to disconnect at or below DH when the last reported RVR is 300m or less. Conversion training requirements to conduct CAT II and III operations 1. Ground training
An operator must ensure that the requirements prescribed above are complied with. 2. Simulator training.
An operator must use an approved simulator specific to the aircraft type to conduct a minimum of eight approaches and/or landings. However, for initial CAT II training only, and where no simulator is available, a minimum of four approaches must be conducted in a simulator approved for the purpose. Aircraft training will then be required with a minimum of three approaches including at least one go-around. An operator must ensure that if any special equipment is required (e.g HUD, EVS), appropriate additional training must be conducted. Additional information Line flying under supervision An operator must ensure that:
Where CAT II manual landings are required, a minimum of three such landings from autopilot disconnect must be carried out.
For CAT III, a minimum of three autolands must be carried out, except that only one autoland is required when the training required in simulator training has been carried out in a full flight simulator usable for zero flight time training.
Type and command experience The following additional requirements are applicable to commanders who are new to the type: 1. 2. 50 hours as pilot-in-command on the type before performing any CAT II or CAT III operation. Until 100 hours as pilot-in-command on the type has been achieved, 100m must be added to the applicable CAT II or III RVR minimum unless he has previously qualified for CAT II or III operations.
Flight crew qualification An operator must ensure that a flight crew member has completed a check before conducting CAT II or III operations. Successful completion of the initial simulator and/or flight training will constitute the check. The limiting values of RVR and DH will be approved by the authority. Recurrent training and checking An operator must ensure that, in conjunction with the normal training and checking of pilot proficiency, a pilots knowledge and ability to perform the tasks associated with the particular category of operation for which he is authorized is demonstrated. The required number of approaches to be conducted during such recurrent training is to be a minimum of two, one of which is to be a missed approach.
ATTACHMENT A EXAMPLE OF CREW TRAINING BY AIRBUS TRAINING AND FLIGHT OPERATIONS SUPPORT DIVISION
PRECISION APPROACHES CAT II
VACBI COURSEWARE CONTENT 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. Foreword Definitions Regulations Airport requirements Aircraft requirements Crew requirements Operator approval Crew behavior in abnormal situation Engines EIS failures AFS failures Summary
SYLLABI 01. FFS CAT II Training 02. FFS CAT II Evaluation
PRECISION APPROACHES CAT III
VACBI COURSEWARE CONTENT 01. 02. 03. 04. 05. 06. 07. Foreword Definitions Regulations Airport requirements Aircraft requirements Crew requirements Crew behavior in abnormal situation
SYLLABI 01. FFS CAT III Training 02. FFS CAT III Evaluation
Summary On all Airbus aircraft CAT II / CAT III are inherent functions of the basic design standard of the aircraft. Therefore, related tasks are covered by the respective maintenance program (by ATA chapter) without special recommendations for scheduled maintenance tanks. However, operators should comply with supplemental national requirements when applicable. It should be noted that Airbus aircraft do not require scheduled periodic use, confidence tests or functional checks to assure CAT II / CAT II certification. The program/data hereafter given is therefore only for information and should be completed according to authorities requests. The data contained herein after are general; the purpose of this information is to give guidelines to the operator, if needed.
The maintenance program to be established will mainly concern the equipment which is required to be operational for precision approaches as detailed in the following pages ( 3.5.4). Any unscheduled maintenance task required due to operational, maintenance and/or being called up by the authorities should follow the procedure and test laid down in the relevant chapter of the AMM (or as specified to maintain system integrity). A reliability program should be developed/extended to monitor, track and control the CAT III operational status of the aircraft and to achieve at least 95% successful CAT III landings in real and/or simulated conditions.
A specific procedure should be established to govern the capability of the aircraft to conduct CAT III operations in the following conditions:
- Operational: Impossible to obtain (or loss of ) CAT 3 capability (AMM 22 13 00), Missed approach (illumination of the red AUTOLAND warning light) . - Maintenance Confirmed defect with corrective action carried out, Unconfirmed defect but with corrective action, Aircraft dispatch under MEL conditions, Unable to correct defect and not under MEL conditions, Unable to perform the required test.
Therefore, upgrading/downgrading procedure must be defined so as to assist the dispatch of the aircraft to assure maximum autoland capacity. The dispatch policy should be based on the minimum equipment list (MEL) as it governs the basic criteria for operation. Dispatch criteria and status of aircraft must be recorded in the Technical Log Book with reference to the MEL (if any); if the defect has been rectified it should be cleared accordingly and revalidation of the aircraft status performed. A prominent placard should be displayed on the aircraft and in the maintenance control room to inform Flight Operations of the current aircraft status. In general, aircraft which perform Cat III operation regularly under real or simulated conditions do not need to perform system checks except if specified in AMM. After an adjustment or a repair is made on the equipment, a revalidation of the aircraft should be made by the corresponding AMM ground test. A periodic check may be requested by national authorities on an aircraft, which has not performed CAT III operations for a specific period of time (to be agreed with national authorities).
The table below gives the reference of the tests, which verify the CAT III availability in each system. Refer to the AFM for the official list of required equipment.
A300 B2-B4 AFM REQUIRED EQUIPMENT FOR CAT III DUAL "AUTOLAND" light ADC AP/FD ATTITUDE INDICATION AUTOTHRUST BEAM EXCESSIVE DEVIATION COMPASS COUPLER DH INDICATION ELECTRICAL POWER SUPPLY MASTER WARNING CONTROLLER HAS/ISS HYDRAULIC GENERATION ILS RECEIVER REDUNDANCY of Pitch Trim RADIO ALTIMETER REDUNDANCY of Yaw Damper 2 2 2 AP ENGAGED n1+n2+STBY 1 1 2 2 SPLIT 2 3 G+B+Y 2 YES 2 YES Equi. validity tested by MPD 331500-0303-1 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 343601 P300 AMM 221000 P501 AMM 344200 P500 NONE AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501 AMM 221000 P501
A310/A300-600 AFM REQUIRED EQUIPMENT FOR CAT III DUAL "AP OFF" warning "AUTOLAND" light ADC AFS FLIGHT MODE ANNUNCIATOR ANTI SKID AP disconnect P/B AP/FD AT disconnect P/B ATTITUDE INDICATION AUTO CALL OUT RADIO ALTIMETER AUTOTHRUST BEAM EXCESSIVE DEVIATION DH INDICATION EFIS screen ELECTRICAL POWER SUPPLY FLIGHT WARNING COMPUTER ILS RECEIVER REDUNDANCY of Pitch Trim RADIO ALTIMETER REDUNDANCY of Yaw Damper WINDOW HEAT Windshield wipers or rain repellent 2 1 2 2 1 2 2 AP ENGAGED NO n1+n2+STBY 1 1 2 1 4 SPLIT 2 2 YES 2 YES 1 1 Equi. validity tested by AMM 315100 P501 R/I AMM 224000 P501 AMM 224000 P501 AMM 224000 P501 AMM 324200 P501 R/I AMM 224000 P501 AMM 224000 P501 AMM 224000 P501 AMM 347100 P501 R/I AMM 315100 P501 R/I AMM 224000 P501 AMM 347100 P501 R/I AMM 347100 P501 R/I AMM 224000 P501 AMM 243100 P500 R/I AMM 224000 P501 AMM 224000 P501 AMM 224000 P501 AMM 224000 P501 AMM 224000 P501 AMM 304200 P501 R/I AMM 304500 P501 R/I
A319 / A320 / A321 AFM REQUIRED EQUIPMENT FOR CAT III DUAL "A/THR" warning "AP OFF" warning "AUTOLAND" light ADR AFS FLIGHT MODE ANNUNCIATOR ANTI SKID AP disconnect P/B AP/FD AT disconnect P/B ATTITUDE INDICATION AUTO CALL OUT RADIO ALTIMETER AUTOTHRUST BEAM EXCESSIVE DEVIATION DH INDICATION 2 ELAC giving AP engagement authorization ELECTRICAL POWER SUPPLY FLIGHT WARNING COMPUTER ILS RECEIVER NOSEWHEEL STEERING PFD/ND CRT's RADIO ALTIMETER RUDDER TRAVEL LIMIT SYSTEM RUDDER TRIM 1+2 WINDOW HEAT windshield wipers or rain repellent YAW DAMPER 1+2 1 2 1 3 2 1 2 2 AP ENGAGED NO n1+n2+STBY 1 1 2 1 YES SPLIT 2 2 1 2 2 1 YES 1 1 YES AMM 229700 P501 AMM 304200 P501 AMM 304500 P501/601 AMM 229700 P501 Equi. validity tested by AMM 315000 P501 AMM 315000 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 TST LDG extension AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 316000 P501 AMM 315000 P501 AMM 229700 P501 AMM 316000 P501 AMM 316000 P501 AMM 229700 P501 (C/M/OWN/OPP) CAT 3 DUAL indicated AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 (BSCU valid) AMM 229700 P501 AMM 229700 P501
A330 / A340 AFM REQUIRED EQUIPMENT FOR CAT III DUAL "AP OFF" warning "AUTOLAND" light 2 FCPCs giving AP engagement authorization ADR AFS FLIGHT MODE ANNUNCIATOR ANTI SKID AP disconnect P/B AP/FD AT disconnect P/B ATTITUDE INDICATION AUTO CALL OUT RADIO ALTIMETER AUTOTHRUST DH INDICATION ELECTRICAL POWER SUPPLY FLIGHT WARNING COMPUTER ILS RECEIVER Magnetic references selected NOSEWHEEL STEERING PFD/ND CRT's RADIO ALTIMETER REDUNDANCY of Yaw Damper REDUNDANCY of Rudder Trim REDUNDANCY of THS and elevator WINDOW HEAT Windshield wipers or rain repellent 2 1 YES 3 2 1 2 2 AP ENGAGED NO n1+n2+STBY 1 1 1 SPLIT 2 2 YES 1 2 2 YES YES YES 1 1 Equi. validity tested by AMM 315000 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AT EACH LDG EXTEN. AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 316000 P501 AMM 315000 P501 AMM 229700 P501 AMM 316000 P501 CAT3 dual indicated AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 (BSCU valid) AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 229700 P501 AMM 304200 P501 AMM 304500 P501/601
An operator must prove that he can perform CAT II or CAT III operations with the appropriate success rate and level of safety. For this purpose, he must carry out a proving program called "operational demonstration" or "in-service proving" to demonstrate that, in line service, the performance and the reliability of the aircraft and its systems meet the airworthiness certification criteria. Particular attention will also be given to the flight procedures as established by the operator and to the way the operator uses pilots' reports and applies his maintenance procedures. The aim of this paragraph is to present the operational demonstration process and to assist the operator to plan an initial proving program.
SUCCESSFUL APPROACH AND LANDING
The authority will take into account flight reports or recordings and the resulting approach/landing success rate. It is necessary to know the applicable definition of a successful approach or landing. The following definitions of a successful approach an landing has been established, making use of JAR OPS 1 and JAR AWO.
Definition of a successful approach An approach is considered to be successful if: * from 500ft to start of flare - speed is maintained within 5kt disregarding rapid fluctuations due to turbulence - no relevant system failure occurs * from 300ft to DH - no excessive deviation occurs - no centralized warning gives a go-around order
Definition of a successful landing An automatic landing is considered to be successful if: no system failure occurs no flare failure occurs no decrab failure occurs mainwheel touchdown occurs between 150m (500ft) and 750m (2500ft) from runway threshold, assuming a normal GS antenna location nosewheel touchdown occurs within 8m (27ft)of runway centerline touchdown vertical speed does not exceed 360ftlmin bank angle at touchdown does not exceed 7 degrees pitch angle does not exceed to maximum value for a safe tail clearance rollout lateral deviation does not exceed 8m (27ft) no rollout failure occurs.
The specified speed limits, sink rate limit and bank angle limit can be found in JAR-AWO 131,231 & ACJ AWO 231. For other national applicable definitions, the operator will refer to his own regulation, if any, or refer to the following documents: AC120.29 (FAA), French Decision of 2 June 1975 (DGAC), or ECAC Doc n17. Note: Generally, unsuccessful approaches due to particular ATC factors, ground facility difficulties, or some other specific reasons may be excluded from the data alter analysis if sufficient proofs are provided.
A non-exhaustive list of those factors is provided here-below . ATC factors
The flight is vectored too close in for adequate localizer and glide slope capture Lack of protection of ILS critical areas. ATC request to abandon the approach or Other reasons.
Ground facility difficulties:
ILS beam irregularities caused by other aircraft taxiing ILS beam irregularities caused by other aircraft overflying the antenna Other reasons.
The operator must provide crew flight reports or automatic flight recordings during all the operational demonstration. According to the JAA, automatic flight recordings must be provided in addition to crew reports for operations with DH below 50ft (15m). Each authority provides the list of data to be recorded. The following list of the JAR-OPS can be used as reference. In addition, to assist the operator when developing his own crew report form, one form developed and used by one major airline is given in the next page. An extract of an automatic recording is also given hereinafter. CREW REPORTS (all modes of operation) According to the JAR OPS, the data to be reported is:
Airfield and runway used, Weather conditions, Time, Adequacy of speed control, Any out-of-trim condition at time of automatic flight control system disengagement, Compatibility of automatic flight control systems, flight director and raw data, Indication of the position of the aircraft relative to the ILS centerline when descending through 100ft (30m), Touchdown position, Reason for failure leading to aborted approach.
AUTOMATIC FLIGHT RECORDINGS (for DH < 50ft or no DH only) According to the JAR OPS, the data to be recorded automatically is:
Deviation from localizer at touchdown, Flare time, Date of descent at touchdown, Pitch and bank angles at touchdown, Speed loss in flare, Maximum deviation during ground roll-out (for aircraft with automatic ground roll control or guidance intended for operations with no DH).
To obtain the list of data required by the FAA, please refer to AC120.29 (FAA does not require automatic flight recordings).
Example of form for crew reports
Example of automatic recorded parameters
A complete demonstration is required when an operator introduces a new aircraft new into service for CAT II or CAT III (refer to the paragraph 3.6.4 for cases which apply for reduced demonstration). This operational demonstration process often follows the same basic sequences, even if national variants exist. It consists of a progressive introduction to lower minima with periodic reports of the approaches made during actual in-line service. For information, a description of a typical operational demonstration process is in line with JAR OPS 1 is shown below.
JAA OPERATIONAL DEMONSTRATION PROCESS 1) Decision height 200 - 50ft
The aircraft type should be operated for a period of at least 6 months with DH of 200ft or more, using the operating and maintenance procedures, which are intended to be used, when the DH is lowered. During this period a pilot report should be obtained for each approach with the data described in paragraph 3.6.2. These reports should be analyzed and a summary report issued to the authority. This report should show that, to a 90% confidence level, 95% of approaches made using the lower DH would be successful. In the absence of any failures this could be demonstrated with typically 30 approaches.
2) Decision height below 50ft or no decision height
For a period which should not normally be less than 6 months the aircraft type should be operated with DH of 50ft or more, using the system operating and maintenance procedures, which are intended to be used, when a DH below 50ft is used or there is no DH. The data should cover typically 100 landings, which should be supported by data recorder information (in addition to crew reports). These reports should be analyzed and a summary report issued to the authority. This report should show, to a 90% confidence level, that the mean and standard deviations of the automatically recorded parameters are not, worse than those recorded during the certification simulation program. These distributions should be consistent with the flight test results upon which airworthiness certification is based.
The sources of data gathered during the operational demonstration should be distributed as evenly as possible across the fleet of the operator, using different airfield and ILS installations as required by the authority. When automatic landing is anticipated at an airport with a particular terrain profile before the runway threshold or known to have particular characteristics, the automatic system performance should be confirmed in CAT I or better weather conditions prior to starting CAT II or CAT III operations.
REDUCED OPERATIONAL DEMONSTRATION
The operational demonstration as described above is not fully required in the cases listed below
The operator has previous experience in CAT lI or III operations with a variant of the same type of aircraft utilizing the same basic flight control and display systems. The aircraft type has already been approved for CAT II or III operations for another operator by any other JAA state.
When an operator has been approved in one country for CAT II or III, he is generally not required to accomplish complementary demonstration if he applies for Category II or III operations in another JAA country. With his application the operator may have to enclose proof of initial approval by his national authorities and a copy of the approval file.
ASPECTS OF FAA PROCESS
The FAA process differs from the process described in the JAR-OPS (Refer to AC120.29 and AC120.28D for more details). CAT II: An operator is first given approval to operate to a DH of 150ft and a minimum RVR of 1600ft (500m) with no prior in-service proving. The results of the first six months of operations to these minima are analyzed and, if satisfactory, approval is given to use a DH of 100ft and a minimum RVR of 1200ft (350m). For aircraft with an automatic landing system approved in accordance with App 1 of AC 120-29, no operational demonstration is required but the 6 months period of in service proving still applies to obtain 1200ft (350m) RVR. CAT III: Following the issue to an operator of operations CAT III A or III B minima the FAA requires a program service for a period of at least six months. During 100 successful landings, including training flights, are reliability and performance in line operations. specifications authorizing of data collection in line this period normally of required to demonstrate
This paragraph applies to operators already authorized for CAT II or CAT III operations. After obtaining the authorization, the operator must continue to provide reports of in-line service. These reports must include the following information:
The total number of approaches, by aircraft type, where the airborne CAT II or III equipment was utilized to make satisfactory, actual or practice, approaches to the applicable CAT II or III minima. The total number of unsatisfactory approaches by airfield and aircraft registration in the following categories. (a) Airborne equipment faults (b) Ground facility difficulties (c) Missed approaches because of ATC instructions (d) Other reasons
The continuous monitoring should permit the detection of any decrease in the level of safety before it becomes hazardous. The operator must continue to check his results and to take adequate actions by modifying the operating or maintenance procedures if necessary. The monitoring may also permit problems to be detected on a specified airfield (ILS , ATC procedures, etc.). The data must be retained for a period of 12 months.
AUTOLAND IN CAT I OR BETTER WEATHER CONDITIONS
Some operators may wish to perform automatic landings in CAT I or better weather conditions for training purpose or to record data for an operational demonstration or even at crew discretion. Some guidelines are given below on the conditions, which must be considered by the airline before authorizing its crews to perform automatic landings.
The Automatic Landing System performance has been demonstrated during type certification with CAT II or CAT III ILS qualify beam, nevertheless automatic landing on CAT I ILS quality beam is possible provided the Airline has checked that the guidance below 200ft is satisfactory. Operators should interrogate the airport authorities on ILS ground equipment quality and on experience with other operators. They should check with the authorities that specific restrictions do not apply at airports with CAT I only capability. Terrain profile before the runway threshold has also to be considered since it may significantly affect the automatic landing system performance. It is generally accepted that automatic landings in CAT I or better weather conditions are performed without activation of the low visibility procedures. In particular, ILS-sensitive areas will not be protected which means that ILS fluctuations may be encountered due to the presence of an aircraft or a vehicle taxiing in the sensitive areas. On that same aspect, airport authorities should be interrogated and in some cases it may be necessary to protect the ILS sensitive areas before an automatic landing is performed.
CREW AUTHORIZATION
The airline must establish its own standards to authorize pilots for automatic landings. Only pilots authorized by the airline can perform automatic landings.
An automatic landing may only be performed on runways listed in the airline's operations manual. The operator must establish procedures and techniques similar to CAT II / CAT III operations (refer to FCOM). Visual cues must be obtained at the applicable DA (baro) (CAT I) or a go-around must be performed. The crew should be warned that fluctuations of the LOC or GS may occur and that the PF should be prepared to immediately disconnect the AP and take the appropriate action should unsatisfactory automatic landing performance occur. The flight crew is reminded to be vigilant for ILS disturbances when conducting automatic landing on any ILS quality beam in CAT I or better weather conditions when the critical area protection is not assured by ATC. Being in visual contact with the runway, the crew will decide to continue the automatic landing or to take over manually or to go around. Flare, landing and roll-out must be closely monitored as the crew must be ready to take over in these flight phases as well.
Automatic landing must be approved in the AFM. At least CAT 2 capability must be displayed on FMA. AFM limitations must be observed including:
Glide slope angle, Airport elevation, Flap configuration, Wind limits, Required equipment for CAT II must be operative.
INTRODUCTION AIRCRAFT EQUIPMENT AUTOMATIC LANDING CERTIFICATION CATEGORY II/III CERTIFICATION ATTACHMENT B: AIRBUS AIRCRAFT CAT II/III CERT. STATUS
An operator cannot perform CAT II or CAT III approaches or auto-landings unless:
the aircraft type is approved for this type of operation (refer to attachment B for the mod/SB status required for those operations) ; the operator has received from his national authorities the operational approval to perform these types of operations. These requirements are reviewed in the preceding Chapter 3. The aircraft capability to perform these operations is a necessary pre-requisite to obtain this operational approval (refer to AFM).
The airworthiness requirements for CAT II / CAT III approach and automatic landing applied to Airbus aircraft are in compliance with the following:
JAR AWO section 1 (auto-land), section 2 (CAT II) and section 3 (CAT III) or its previous regulations applicable at the time of certification. FAA AC 20-57A (auto-land), AC 120-29 (CAT II) and AC 120-28D (CAT lll).
The methodology described in the following only demonstrates compliance with the JAR requirements. FAA airworthiness approval was obtained by performing additional tests and assessments to comply with above FAA regulations. It should be noted, however, that the above-listed requirements may be modified in the near future to reflect the JAR/FAR AWO harmonization process, and that the JAR AWO regulations only cover automatic approach and landing using an ILS as precision approach aid.
In order to perform a CAT II or CAT III approach and automatic landing as explained above, the equipment listed in the AFM is required to be operative. If one of these equipments / systems is listed in the airline MEL with associated dispatch conditions, the MEL must clearly indicate that CAT II or CAT III operations are not authorized.
AUTOMATIC LANDING CERTIFICATION
The objective of this section is to provide a short description of the main requirements to be complied with in order to obtain airworthiness approval of the automatic landing function of the Automatic Flight System (AFS).
The automatic landing function of the AFS provides automatic guidance and control of the aircraft during approach, landing and roll-out. This is a mandatory function for all CAT III operations, but it may also be used in weather conditions better than CAT III weather conditions (see 3.8 above). The airworthiness requirements applied to Airbus aircraft are in compliance with the following:
JAR AWO Subpart 1 or previous regulation applicable at the time of certification, and FAA AC 20-57A.
The methods used to show compliance with the airworthiness requirements have to be agreed by the airworthiness authorities in the certification plan and comprise mainly:
simulation to assess the performance of the autoland, a System Safety Assessment (SSA) to assess the impact of the automatic landing function on possible failure conditions (AFS and its sensors), and their probabilities in accordance with the agreed methodology of JAR/FAR 25.1309 and its AMJ/AC, failure cases assessment on the simulator to verify the above, in particular the worst case failures during automatic landing. aircraft flight tests are performed to confirm the simulation results or assumptions of the SSA for selected failure cases.
in the following, selected major JAR AWO requirements are described.
TOUCHDOWN PERFORMANCE
JAR AWO 1.3.1 and its ACJ requires that:
a simulation by statistical analysis be performed to demonstrate that the exceedance of any of the limits of table 4.1 for the average and limit risk be improbable (for detailed explanation see AWO 131 (c) (1) to (6), flight tests be performed to confirm the results obtained by simulation (100 is a typical number of tests performed for a new, non-derived aircraft).
Average Longitudinal touchdown earlier than a point on the runway 60 m (200ft) from the threshold. Longitudinal touchdown beyond the end of the touchdown zone lighting, 900 m (3000 ft) from the threshold. Lateral touchdown with the outboard landing gear greater than 21 m (70ft) from the runway centerline, assuming a 45m (150ft) runway. Sink rate for structural limit load. 10-6 Limit 10-5
Bank angle such that wing tip touches ground before wheels. Lateral velocity or slip angle for structural limit load.
*one variable is held at its most adverse value
ROLL-OUT PERFORMANCE
Automatic roll-out is only necessary for specific CAT III operations. The requirement is detailed in JAR-AWO 338: Automatic ground roll control. The automatic roll-out performance is demonstrated with the same method as touchdown performance, but is measured only by one parameter, i.e, maximum lateral deviation of the aircraft center from the runway center line.
When automatic ground roll control or head-up ground roll guidance is being used, the probability that the aircraft will deviate more than 8.2m (27ft) from the runway centerline is less than 5%. Additionally, when the operation is predicated on the provision of fail-operational ground roll control, the probability must be less than 10-6 that the outboard landing gear will deviate to a point more than 21.3m (70 ft) from the runway centerline while the speed is greater than 40 knots.
AUTOMATIC LANDING DISTANCE
The landing distances using auto-land have been established for the aircraft type. When they exceed the comparable values for the required manual landing distances (actual distance x 1.67), they are shown in the approved flight manual (see JAR-AWO 142). Calculation of the automatic landing distance The required automatic landing distance is the distance of the airborne phase plus the distance of the ground phase (see figure 4.1), multiplied by the factor 1.15. D = (Da + Dg) x 1.15 Da is the distance of the airborne phase. Dg is the distance of the ground phase. Figure 4.1
Airborne phase The distance of the airborne phase is the distance from the runway threshold up to the glide slope origin (noted d1 in figure 4.2) plus the mean distance from the glide slope origin up to the touchdown (noted d2 in Figure 4.2), plus the 3x standard deviation of the distance form the glide slope origin to the touchdown ( d2). D = d1 + d2 + 3 x d2 Figure 4.2
The mean distance from glide slope origin to the touchdown (d2) and the multiples of standard deviation of this distance (d2) have been established through the results of more than one thousand simulated automatic landings. Ground phase The distance of the ground phase for an automatic landing is established using the same method as for a manual landing, assuming a touchdown speed equal to the mean touchdown speed plus the 3x standard deviation of this speed (based on more than one thousand simulated automatic landings).
CONFIGURATIONS AND CONDITIONS TO BE CONSIDERED
The compliance demonstration for the automatic landing system must take into account all essential variables influencing the performance (see JAR-AWO 131 (a) and 132). A typical example for the set of variables for Airbus aircraft is:
slat/flap setting, aircraft weight and center of gravity, engine status (e.g. one engine inoperative), wind characteristics, ILS characteristics, autothrust speed control mode, runway characteristics.
The wind characteristics are longitudinal and lateral component, nominal wind shear and turbulence.
The runway characteristics are elevation, slope, length, ambient temperature and status (dry or wet). Auto-land is generally approved by JAA only up to 2500 ft runway elevation, unless a runway higher than that is included in the flight tests the so-called high-altitude auto-land approval.
Note from JAR-AWO subpart 1: The information on characteristics of aerodromes is contained in ICAO Annex 14. Examination of a number of airports used for automatic landing has shows that the following features may be encountered: Case A. Case B. Case C. Sloping runway - slopes of 0.8% Hilltop runway - 12.5 % slope up to a point 60m prior to the threshold ; or Sea wall - 6m (20ft ) step up to threshold elevation at a point 60m prior to the threshold.
CATEGORY II/III CERTIFICATION
This section describes the specific requirements for CAT II and CAT III airworthiness certification. It is assumed that the aircraft has a basic airworthiness approval for IFR operations.
Subpart 2 of JAR-AWO contains the supplementary airworthiness requirements for CAT II operations i.e. to perform ILS precision approaches with decision heights below 60 m (200 ft) down to 30 m (100 ft). Subpart 3 of JAR-AWO contains the supplementary airworthiness requirements for CAT III operations i.e. to perform ILS precision approaches with decision heights below 30 m (100 ft) or no decision height. Subpart 3 provides a further division of the criteria into:
decision heights below 15m (50 ft) and no decision height.
The latter two cases require the landing system installed in the aircraft to be fail operational ; if the ground roll control is not fail-operational, a minimum Runway Visual Range (RVR) is necessary, a typical value for Airbus aircraft is 75m (JAA). All values of aircraft airworthiness certification have to be considered as limits, the operational approval may introduce margins to ensure operational safety for every specific case, e.g. operation to a specific airport.
RATE OF MISSED APPROACH
The rate of missed approach or go-around rate below 150m (500ft) may not exceed a prescribed limit of 5% due to performance deficiencies or reliability of the airborne equipment (see JAR-AWO 202 for CAT II and 302 for CAT III). The go-around rate is demonstrated by simulation. Definition of a successful approach can be found in JAR-AWO Subpart 2. It reads as follows:
An approach is successful if: a) The approach from 150m is completed without a system failure. b) Between 150m and the start of flare, the speed is maintained within 5 knots of the approach speed (disregarding rapid airspeed fluctuations associated with turbulence) under all intended flight conditions ; Note: when making an approach using an autothrottle system, the approach speed may be selected manually or automatically.
c) The position of the aeroplane is such that, between 90m and the DH the deviation with regard to the reference ILS beam, does not exceed the values of Glide Path or Localizer deviation for the excess-deviation alerts.
ATTACHMENT B AIRBUS AIRCRAFT CAT II / CAT III CERTIFICATION STATUS
A300 B2/B4 CERTIFICATION STATUS
DGAC/FAA
Min. DH 100 ft
Min RVR see AC120-29
Remarks APPR 2 or LAND 2 or LAND 3 LAND 3
CAT III A failoperational with DH CAT III A faiIoperational without DH
see AC120.28A
see AC 120.28A
Modifications CAT II CAT IIIA A300 B2/B4 basic including A300 FFCC Aircraft with mod 1510 or 2599 A300 FFCC is not CAT III approved
A310 CAT II/III CERTIFICATION STATUS
Category CAT II CAT III failpassive with DH (1) CAT III failoperational without DH CAT III failoperational without DH CAT III failoperational without DH
Min. DH 100 ft 15 ft
Min. RVR No RVR specified No RVR specified
Remarks Certified capability CAT 2, CAT 3 Certified capability CAT 3 Certified capability CAT 3 Roll-out mode operative Certified capability CAT 3
No RVR specified 125 m
Certified capability CAT 3
Modifications: CAT II
Basic aircraft Aircraft with mod 4747 = NO LONGER APPLICABLE
4747: CAT III fail-passive annunciation
CAT III DH = 15 ft:
Aircraft with mod. 4941
4941: Achieve CAT III fail-operational
CAT III without DH and RVR = 125m: Aircraft with mod. 4941
CAT III without DH and RVR = 75m: With mod (4941+5502+5429+5528+5757)
4941: Achieve CAT III fail operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC, FCC, FCU supply bus bar 5528: AFS: Update FAC CAT III certification standard 5757: AFS: Update FCC, MTP CAT III certification standard
For specific AFCS limitations, refer to Flight Manuals.
Min. RVR No RVR specified
Remarks Certified capability CAT 2, CAT 3
CAT III failoperational with DH CAT III failoperational without DH
For CAT III, the required runway length is the greater of:
determined runway length + 1000ft determined runway length x 1.15 (x 1.3 if thrust reversers are inoperative)
For auto-land braking, the assumed touchdown point should be 2300ft beyond the threshold. Modifications: CAT II CAT III A without DH: Basic aircraft Aircraft with mod. (4941 and 5429)
4941: Achieve CAT III fail-operational 5429: Upgrade autothrottle
CAT III B without DH: Aircraft with mod (4941+5502+5429+5528+5757)
4941: Achieve CAT III fail operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC,FCC, FCU supply bus bar 5528: AFS: Update FAC CAT III certification standard 5757: AFS: Update FCC, MTP CAT III certification standard
Category CAT II CAT III failpassive with DH (1) CAT III failoperational with DH CAT III failoperational without DH
Min. DH 100 ft 50 ft
Remarks Certified capability CAT 2, CAT 3 Certified capability CAT 3 Certified capability CAT 3 (indicated at 100ft) ILS CAT 3 mandatory
Airport in accordance with CAP359 or acceptable alternative
Basic aircraft With mod. 4747 (NO LONGER APPLICABLE) With mod. (4941+5502+5429+5528+5757)
4941: Achieve CAT III fail operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC,FCC, FCU supply bus bar 5528: AFS: Update FA C CAT III certification standard 5757: AFS: Update FCC, MTP CAT Ill certification standard
CAT III fail-passive:
CAT Ill fail-operational:
CAT III B failoperational without DH
determined runway length + 1000ft determined runway length x 1.15
Modifications: CAT II CAT III Basic aircraft Aircraft with mod. (4941+5502+5429+5528+5757)
4941: Achieve CAT III fail-operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC, FCC, FCU supply bus bar 5528: AFS: Update FAC CAT III certification standard 5757: AFS: update FCC, MTP CAT III certification standard
Category CAT II CAT III failoperational with DH CAT III B failoperational without DH
Min. RVR see AC120-29
Remarks Certified capability CAT 2, CAT 3 Certified capability CAT 3 Certified capability CAT 3
see AC120- 28C Appendix 1
see AC120-28C Appendix 1 and 3
Modifications: CAT II CAT Ill with DH: Basic aircraft Aircraft with mod. (4941+5757)
4941: Achieve CAT III fail-operational 5757: AFS: Update FCC, MTP CAT III certification standard
CAT III in compliance:
with AC 120-28C Appendix 2
Aircraft with mod. (4941+5502+5429+5528+5757)
4941: Achieve CAT III fail-operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC, FCC,FCU supply bus bar 5528: AFS: Update FAC CAT III certification standard 5757: AFS: Update FCC, MTP CAT III certification standard
CAT III with RVR= 50m: Aircraft with mod (4941+5502+5429+5528+5757+5953)
with AC120-28C Appendix 3 4941: Achieve CAT III fail-operational 5429: Upgrade autothrottle 5502: Autopilot: Modify FAC, FCC, FCU supply bus bar 5528: AFS: Update FAC CAT III certification standard 5757: AFS: Update FCC, MTP CAT III certification standard 5953: AP loss probability: Replace FCC
determined runway length + 1000ft determined runway length x 1.15 (x 1.3 if thrust reversers inoperative)
Modifications: CAT II Basic aircraft
CAT III B without DH: Aircraft with mod. (4941+5502+5429+5528+5727)
A300-600 CAT II/III CERTIFICATION STATUS
No RVR specified
Modifications: CAT II CAT III Basic aircraft Aircraft with mod. 5686
5686: AFS update CAT III certification standard
For auto-land braking, the assumed touchdown point should be 2300ft beyond the threshold. Modifications: CAT II CAT III Basic aircraft Aircraft with mod. 5686
Remarks Certified capability CAT 2, CAT 3 Certified capability CAT 3 (indicated at 100 ft) ILS CAT 3 mandatory Airport in accordance with CAP359 or acceptable alternative
CAT III failoperational with DH
100m CAT III failoperational without DH 100 ft
Modifications: CAT II CAT Ill with DH or without DH: Basic aircraft Aircraft with mod. 5686
5686: AFS update CAT 3 certification standard
Note: decision height:
determine by radio altimeter, not less than OCH/A (obstacle clearance height/altitude). When OCH/A is not promulgated the decision height may be determined by an alternative method acceptable to CAA.
Min. RVR See AC120.29
See AC120.28C Appendix 1
See AC120.28C Appendix 1 and 3
5686: AFS update CAT II certification standard
A320 CAT II/III CERTIFICATION STATUS
Remarks CAT 2, CAT 3 SINGLE or CAT 3 DUAL capability displayed CAT 3 SINGLE or CAT 3 DUAL capability displayed CAT 3 DUAL capability displayed
CAT III failpassive
15 ft* or 17 ft*, 20 ft*, 25 ft*
CAT 3 DUAL capability displayed
125 m** Autoland CONF 3 not permitted**
15ft for A320 IAE 17ft for A320 CFM 20ft for A320 CFM with mod. 25199 or 25314 25ft for A320 IAE with mod. 24066 or 24067
** Aircraft without mod 23132 or 24348 or 24348 or 24511 For specific AFCS limitations, refer to Flight Manuals.
A321 CAT II/III CERTIFICATION STATUS
Remarks CAT 2, CAT 3 SINGLE or CAT III DUAL capability displayed CAT 3 SINGLE, or CAT 3 DUAL capability displayed CAT 3 DUAL capability displayed
CAT III failpassive with DH CAT III failoperational with DH CAT III failoperational without DH
18 ft* 22 ft*
18 ft for A321 with CFM 22 ft for A321 with IAE
CAT III fail-operational: aircraft without mod 25199 (CFM) or 25200 (IAE) Minimum DH 50ft Roll out not permitted For specific AFCS limitations, refer to Flight Manuals.
A319 CAT II/III CERTIFICATION STATUS
Remarks CAT 2, CAT 3 SINGLE or CAT III DUAL capability displayed CAT 3 SINGLE or CAT 3 DUAL capability displayed
A320, A321, A319 CAT II/III CERTIFICATION STATUS
Remarks CAT 2, CAT 3 SINGLE or CAT 3 DUAL capability displayed CAT 3 SINGLE, or CAT 3 DUAL capability displayed CAT 3 DUAL capability displayed 125 m, auto-land conf. 3 not permitted*
See AC120-28C Appendix 1 100 ft See AC120-28C Appendix 1 and 3
CAT III failoperational With or without DH
* A320 without mod. 23132 or 24348 or 24511 CAT III fail-operational: Basic aircraft For specific AFCS limitations, refer to Flight Manuals.
A330 CAT II/III CERTIFICATION STATUS
MABH **
Remarks CAT 2, CAT 3 SINGLE or CAT 3 DUAL capability displayed CAT 3 SINGLE, or CAT 3 DUAL capability displayed CAT 3 DUAL capability displayed
20 ft 23 ft* 22 ft*
A330-300 A330-300 A330-300
GE PW RR
20ft 23ft 22ft No MABH specified.
** A330-200
A340 CAT II/III CERTIFICATION STATUS
19 ft* 22 ft**
* with A340-213 ** with A340-313 Modifications: CAT II Cat III Basic aircraft Autopilot must be disengaged at 80ft at the latest With mod. 42100 or 42875
For specific AFCS limitations, refer to Flight Manuals
INTRODUCTION RUNWAY CHARACTERISTICS VISUAL AIDS RUNWAY MARKS VISUAL AIDS RUNWAY LIGHTS VISUAL AIDS APPROACH LIGHT SYSTEM OBSTACLE CLEARANCE ILS FACILITY RVR AERODROME MAINTENANCE ATC PROCEDURES
An operator shall not use an airfield for CAT II or CAT III operations unless it is approved for such operations by the state in which the airfield is located. Airfield requirements are contained in the ICAO document "All-Weather Operations Manual" which refers to standards and recommendations from ICAO Annex 10 first volume (ILS) and ICAO annex 14 (Aerodrome). ICAO standards are internationally accepted but additional requirements or variants may be found in national regulations (AC120.29 and AC120.28C for FAA for instance) or in the ECAC document n17. The present chapter addresses the following subjects:
runway characteristics, visual aids, non-Visual aids (ILS), RVR measurements, obstacle clearance area, ATC procedure, maintenance procedure.
The aim of this chapter is to present a summary view of the typical CAT II or CAT III airfield requirements.
There is no specific requirement concerning runway length for an aerodrome to be CAT II or III approved. The runway length is only an operational limitation.
The runway width should be normally not less than 45m.
For CAT II or CAT III, disregarding normal standards, it is recommended that for the first and the last quarter of the length of the runway the slope does not exceed 0.8%. To permit the use of the automatic landing system, ICAO also recommends that slope changes must be avoided or, when it is not possible, kept to a maximum of 2% per 30m (i.e. a minimum radius of curvature of 1500m) in the area located just before the threshold (60m wide, 200m long). This limitation is due to the fact that automatic landing systems use radio altimeter and a rapid slope change could disturb the landing. During airworthiness certification, it must be demonstrated that the automatic landing system works on a particular runway profile (see aircraft requirements).
It is recommended that for runways intended for use for CAT II or CAT III approaches, no fixed object (other than frangible visual aids) are installed on a runway strip within 60m of the centerline. During landing, no mobile objects are permitted in the same area.
A taxi-holding position is established at each intersection of a taxiway and the runway. The distance between the holding position and the centerline of the runway is not less than 90m (greater if the runway elevation exceeds 700m).
VISUAL AIDS-RUNWAY MARKS
RUNWAY CENTRELINE MARKS
For CAT II or CAT III operations, the runway centerline marks, as shown in Figure 5.2, must have a width not less than 0.90m (or not less than 0.45m for CAT I).
TOUCHDOWN ZONE MARKS
Touchdown zone marks, as shown in Figure 5.2, are required for all precision approaches, unless the authority declares that they are unnecessary. They are painted in the touchdown zone (the zone beginning at the threshold and extending to a distance of 900m).
Taxiway marks are not a specific CAT II or CAT III requirement, but experience has shown that they are an efficient means of guiding aircraft in low visibility conditions during the day.
The taxi-holding positions must be as shown in pattern A for the closest marks to the runway and pattern B for the other markings (see Figure 5.3). Either CAT II or CAT III is written on the surface when the area exceeds 60m width. CAT II or CAT III signs are also placed on either edge of the taxiway at the holding-position and the sign CAT III must be accompanied with flashing lights. These markings or signs are an efficient means to avoid aircraft intruding into the obstacle-free zone or in the critical/sensitive area. Figure 5.1
Example of taxi-holding marking
VISUAL AIDS-RUNWAY LIGHTS
Runway lights on runways intended for use by CAT II or CAT III operations consist of high intensity threshold lights, runway end lights, runway touchdown zone lights, runway edge lights, and runway centerline lights. The basic pattern of runway lights is shown in Figure 5.4. This paragraph also includes requirements for taxiway lights as shown in Figure 5.5.
Runway edge lights are placed along the full length of the runway in two parallel rows equidistant from the centerline, with a distance of no more than 3m to the runway edge. These lights are uniformly spaced at intervals of no more than 60m and may be omitted at the intersections. The lights are fixed lights showing variable white.
Threshold lights are placed in a row at right angles to the runway axis, outside the runway with a distance of no more than 3m to the threshold. The lights are fixed unidirectional lights showing green, uniformly spaced at intervals of no more than 3m.
Runway end lights are placed in a row at right angles to the runway axis, outside the runway with a distance of no more than 3m to the runway end. The lights are fixed unidirectional lights showing red, with a minimum number of 6 lights. ICAO also recommends a spacing between the lights of no more than 6m for runways intended for use by CAT III approaches.
Runway centerline lights are a specific requirement for CAT II or CAT III approaches. They are located along the centerline of the runway, with a longitudinal spacing of approximately 7.5m, 15m or 30m for CAT II and only 7.5m or 15m for CAT Ill.
These lights are fixed lights showing:
Variable white from the threshold to the point 900m from the runway end. Alternate red and variable white from the point 900m to the point 300m from the runway end (pairs of red lights followed by pairs of variable white lights if the spacing is only 7.5m) Red from the point 300m to the runway end. (If the runway length is less than 1800m, the alternate red and variable white lights are extended from the mid-point of the runway to 300m from the runway end).
Runway touchdown zone lights are a specific requirement for CAT II or CAT III approaches. They extend from the threshold for a longitudinal distance of 900m (full touchdown zone) but do not extend beyond the mid-point if runway length is less than 1800m. The pattern is formed by pairs of barrettes containing at least three lights. The lights inside each barrette are fixed unidirectional lights showing variable white, spaced at an interval of no more than 1.5m. Each barrette must be not less than 3m and no more than 4.5m in length. The lateral spacing (or gauge) between the lights is not less than 18m and no more than 22.5m with a preference of 18m. The longitudinal spacing between pairs of barrettes is 60m or 30m, but it is recommended to have a spacing of 30m for low minima.
Taxiway edge lights are not a specific CAT II or CAT III requirement, but provide efficient visual aid during low-visibility operations. The lights are fixed lights showing blue.
Taxiway centerline lights have to be installed on airfields intended for use by operations with an RVR 400m or less (400m is the mean value for CAT II approach). The lateral spacing between lights must not exceed 15m but the proximity of a curve must be indicated by a spacing equal to, or less than, 7.5m. The lights are fixed lights showing green, but from the beginning of the taxiway to the perimeter of the ILS critical area/sensitive area or the lower edge of the inner transitional surface, the lights are alternately showing green and yellow.
Stop bars are placed at each taxi-holding position when the runway is intended for use at an RVR less than 400m and are specially required for all CAT III approaches. The lights of the stop bars show red and are spaced at intervals of 3m. These stop bars are an efficient means to avoid aircraft intrusion into the obstacle-free zone (OFZ) or into the critical/sensitive area during approaches in very low visibility conditions.
Runways lights / Approach light system
CENTERLINE BARRETTE (variable white) barrettes lenght 4m minimum
Taxiway centerline lights (green and yellow)
VISUAL AIDS-APPROACH LIGHT SYSTEM
The approach light system is mandatory for CAT II operations, and only optional for CAT III operations. It consists of a row of lights on the extended centreline of the runway, extending over a distance of 300m from the threshold (over 900m for CAT I). In addition, the system has two side rows of lights, extending 270m from the threshold, and two crossbars, one at 150m and one at 300m from the threshold as shown in Figure 5.5. It is specified by the ECAC that sequenced strobe lighting is considered to be incompatible with CAT II and III operations. When installed for other operation, it should be switched off when CAT II or CAT III approaches are in progress.
The lights forming the centerline are placed at longitudinal intervals of 30m, with the first one located 30m from the threshold. These lights consist of barrettes showing variable white. Each barrette is at least 4m in length. When a barrette is composed of point sources, the lights are uniformly spaced at intervals of no more than 1.5m.
The lights forming the side rows are placed on each side of the centerline, at a longitudinal spacing equal to that of the extended centerline lights (30m), with the first ones located 30m from the threshold. The lateral spacing (or gauge) between the lights is not less than 18m and no more than 22.5m, with a preference for 18m. In any case, the lateral spacing shall be equal to that of the touchdown zone lights (see 5.4.5). These lights consist of barrettes showing red. The length of a side row barrette and the longitudinal spacing of its lights shall be equal to those of the touchdown lights barrettes.
The crossbar provided at 150m from the threshold fills in the gap between the centerline and the side row lights. The crossbar provided at 300m is extended on both sides of the centerline lights to a distance of 15m from the centerline. The lights forming the two crossbars are fixed lights showing variable white.
Due to the very low visibility in CAT II and CAT III operations, each airfield must meet stringent criteria concerning obstacle clearance to avoid any aircraft on approach, landing or go-around touching obstacles on the ground. The basis of those criteria are fully included in ICAO Annex 14 and PANS-OPS Doc 8168 and in other national documents. In CAT II and III operations, two important concepts are often mentioned in the regulations.
the Obstacle Free Zone (OFZ), the Obstacle Clearance Height (OCH).
Provided below are the definitions of the OCH and OFZ as defined in ICAO. OCA/OCH: 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. Sometimes, the term OCL (obstacle clearance limit) can be found in the documentation, but this term is being phased out. When an operator establishes his operating aerodrome minima, he must take into account the OCH only for CAT II. The minimum DH for CAT II is always equal to or higher than any OCH mentioned in the aerodrome chart. This OCH is a function of the category of aircraft (A to E). OFZ: The airspace above the inner approach surface, inner transitional surfaces, and balked landing surfaces and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted and required for air transportation purposes.
Nowaydays, all CAT II and III approaches are based on ILS facilities. The ILS installation must conform to the appropriate specifications contained in ICAO Annex 10, Volume 1, Part 1, Chapters 2 and 3, and be designed and operated in accordance with the guidance material contained in attachments C to part 1 of Annex 10. There are three categories of ILS, providing guidance down to a height higher or equal to
60m(200ft) for CAT I, 15m(50ft) for CAT II, runway surface and along the runway for CAT III.
Generally, the authority requires a CAT II ILS facility for the performance of CAT II approaches, and a CAT Ill ILS facility for the performance of CAT III approaches. However, it is acceptable to use a category II ILS facility for the performance of CAT III approaches with the highest minima (for example CAT III A or CAT III with DH not less than 50ft). Generally, a special agreement from the authority should be obtained. Mainly, the authority will take account of the continuity of service objective and the integrity objective of those installations.
In CAT II and III approaches, the ILS beams must be protected from unacceptable disturbance. For this purpose, two kinds of protection area are defined
the critical area, the sensitive area.
ILS critical area: An area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles and/or aircraft inside the boundaries will cause unacceptable disturbance to the ILS signal-in-space.
ILS sensitive area: An area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected to provide protection against interference caused by large moving objects outside the critical area but still normally within the airfield boundary. The dimensions of the critical area are contained in ICAO Annex 10, but there is no specification for the dimensions of the sensitive area. An example of both critical and sensitive areas, taken from ECAC doc n 17, is given in Figure 5.6. Some states do not define the sensitive area but increase the critical area. The ILS beam is also protected by longitudinal separation between aircraft on landing or take-off. ILS protection is mandatory when low visibility procedures are in force.
Critical and sensitive areas (Edinburgh runway 25)
RVR MEASUREMENTS
The RVR measurements are provided by a system of calibrated transmissometers and take account of the effects of ambient background light and the intensity of runway lights. Description of RVR measurement system RVR measurement system includes:
One or more transmissometer(s): A transmissometer is a system providing the value of the opaqueness of the atmosphere on a reference distance through the ratio between the transmitted light flux and the received light flux.
There are two types of transmissometer commonly used as shown Figure 5.8.
LOCATION OF THE TRANSMISSOMETERS
The RVR measurements are basically provided for three parts of the runway.
the touch-down zone (TDZ), the mid runway portion (MID), the roll-out portion or stop-end.
The required number of measurements depends on the type of operations. Transmissometers should be placed at each zone in which they are intended to provide an RVR measurement. The location is supervised by the technical services of the authority. The transmissometer must be close enough to the runway to provide an acceptable value, but at the same time must be a non-hazardous obstacle for the aircraft. Generally, each transmissometer is at a distance of between 110m and 150m from the runway centerline. Moreover, to be representative of the vision of a pilot on the runway (see RVR definition paragraph 2.4.1), the transmissometer is installed at a height of between 5m and 10m above the ground. An example of the locations of two transmissometers (TDZ,MID) are shown in Figure 5.7.
RVR MEASUREMENT REPORTS
ICAO recommends that RVR reports are given with 50m increments when the RVR is less than 800m and 25m increments when the RVR is less 150m. In any case, any change of the RVR value must be known by the ATC as soon as possible and in less than 15 seconds. During operations, the pilot must know the RVR value related to the touch-down. Generally, it is not necessary to give the other values (MID, stop-end) unless these values are lower than the TDZ report or there is special mention in the ATC procedures.
Two types of transmissometer
A system of maintenance for visual aids must be established at an aerodrome to ensure both lighting and marking system reliability. A system of maintenance for ILS installations must also be established with regular ground and flight checks as mentioned in the ICAO Annex 10.
LIGHTING SYSTEM CONDITION
As it is difficult to have at any moment in time zero failures in the lighting system, ICAO recommends that in any event, the percentage of unserviceable lights during a CAT II or CAT III approach should not exceed the values shown in the table of figure 5.9. Figure 5.9
5% 5% 5% 5% 10% 15% 25%
in the approach lighting system from the threshold to 450m before the threshold in the runway centerline lights in the runway threshold lights in the runway edge lights in the touchdown zone lights in the approach lighting system from the point 450m before the threshold and beyond in the runway end lights
However, to preserve the pattern of the lighting system, it is also recommended to ensure that two unserviceable lights are never adjacent (except in the same crossbar or barrette where two adjacent unserviceable lights are permitted). To check the pattern of the lighting system aerodrome maintenance services can either use a photograph of the complete system, taken at night or use automatic lighting system reports.
SECONDARY POWER SUPPLY FOR VISUAL AIDS
A secondary power supply for visual aids is required with maximum switch-over time as indicated in ICAO Annex 14 and shown in the table of figure 5.10. Figure 5.10
1 second * * * * * * Approach lighting system Runway threshold Runway end Runway centerline Runway touchdown zone Stop bars at taxi-holding positions (CAT II) All stop bars (CAT III) * *
15 seconds Runway edge Essential taxiway including stop bars other than those at taxiholding positions (CAT II)
ILS installations must be ground- and flight-checked at regular intervals in accordance with the requirements of ICAO Annex 10. Moreover, users must be advised as soon as possible, and according the ATC procedures, of any degradations in ILS performance.
CAT II and CAT III operations require special procedures for the ATC and all services on the aerodrome (maintenance, security). They are often referred to under the generic name of Low Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All-Weather Document or ECAC n17 as a possible aid. It is very difficult to provide in this paragraph a complete view of all those procedures. To be perfectly informed of all aspects it is preferable to refer to the two documents mentioned above. Mainly, the procedures to be established are:
procedures for ATC to be quickly informed of all degradations in ILS performance and to inform the pilot if necessary, procedures for ATC to be quickly informed of all degradations in visual aids and to inform the pilot if necessary, procedures for the protection of the OFZ by the control of ground movements, procedures for the protection of the ILS critical area and the ILS sensitive area by control of ground movements and adequate separation between two aircraft on approach or one aircraft on approach and another taking-off, procedures for meteorological services, procedures for maintenance, procedures for security.
All procedures at Heathrow airport in London, taken from ECAC Doc n17, are given in Attachment C.
Clearance to carry out a CAT II or III approach must be requested from ATC, who will activate the Low Visibility Procedures, i.e. prepare the airfield and assure appropriate aircraft separation. Such an approach may not be undertaken until the clearance has been received. It is also recommended that ATC be informed when an automatic landing is intended to be performed, to ensure, whenever possible, the same protection even in CAT 1 or better conditions.
ATTACHMENT C ATC PROCEDURES HEATHROW (LONDON)
INTRODUCTION AIRCRAFT REQUIREMENTS OPERATIONS AERODROME REQUIREMENTS OPERATING MINIMA
This chapter is an example of an operational approval file for a first application to the national authorities of the operator. All figures and the aircraft type (A320-211) are used only as an example ; appropriate data should be specified by the airline at the time of making an application. Appropriate appendices should as well be added to this file.
This file is presented to the authorities in support of the airline's application to obtain operational approval to conduct CAT II and CAT III operations with the Airbus A320-211 on the aerodromes listed in Appendix to this file. This application is the airline initial application to perform CAT II and CAT III operations. The project will be conducted in steps, starting from CAT Il to full CAT III B operations.
The A320-211 in the airline fleet are certified for the intended operations in compliance with:
JAR AWO 1 and AC 20-57 A for automatic landing, JAR AWO 2 and AC 120-29 for CAT II, JAR AWO 3 and AC 120-28 C for CAT III.
Automatic approach with DH below 200ft but not less than 100 ft The A320-211 is certified to conduct CAT II approaches provided that:
at least one AP is coupled down to DH, CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
The CAT II approach capability has been demonstrated on CAT II or CAT III ILS quality beam. A CAT II automatic approach can be followed, if visual references are sufficient, by a manual or an automatic landing.
Automatic approach with DH below 100ft but not less than 50ft The A320-211 is certified to conduct fail passive CAT III approaches provided that:
at least one AP is coupled for approach and automatic landing, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
The CAT III approach capability has been demonstrated for CAT II and CAT III ILS quality beam. Automatic approach with DH below 50ft but not less than the MABH or NO DH The A320-211 is certified to conduct fail operational CAT III approaches provided:
both AP are coupled for approach, automatic landing and roll-out; CAT 3 DUAL is displayed on FMA, a DH is established based on the MABH of 17ft or if NO DH is used the minimum RVR is not less than 75m.
The CAT III approach capability has been demonstrated for CAT II and CAT III ILS quality beam. In addition, for both CAT II and CAT III operation, the relevant AFM limitations, normal procedures and abnormal procedures will be observed. AFM extracts are given in appendix to this file.
REQUIRED AIRCRAFT EQUIPMENT
The CAT II or CAT III capability is available provided the equipment listed in the relevant AFM list of equipment is operative. AFM extracts are given in appendix to this file. If the aircraft is dispatched with equipment inoperative, the MEL may preclude CAT II or CAT III operations as appropriate.
On all Airbus aircraft, CAT II / CAT III capabilities are inherent functions of the basic design standard. Therefore, related tasks are covered by the Airbus Maintenance Program. There is no special recommendation for scheduled maintenance tasks or functional checks to assure CAT II / CAT III capabilities. A program for unscheduled maintenance is established based on the Airbus Maintenance Manual to advise corrective actions / procedures necessary after an automatic landing failure or associated component failure. A reliability program for the required equipment has been established to monitor the system operational status. The aircraft status is primarily governed by status messages displayed on ECAM STATUS page and FMA display of capability. However, crew entry in the Technical Log Book will take precedence. A log entry will be made if full (CAT 3 DUAL) capacity is not available. A downgrading / upgrading procedure has been established and is used.
The Airline Operations Manual has been revised to include procedures appropriate for CAT II and CAT III operations. Extracts of FCOM and Operation Manual are given in appendix to this file. These procedures have been developed to comply with JAR-OPS 1455 and associated Appendix 1 taking into consideration requirements of the A320-211 AFM and the recommended procedures of the Airbus FCOM. In particular, the Airline policy is for CAT II / CAT Ill approaches that the captain in the left seat is the pilot flying who takes the decision to land or to carry out a go-around at DH, the F/O has the task of monitoring the approach and to make the appropriate call-out. For all CAT Il and CAT III approaches the recommended procedure is to engage both APs and to disconnect APs at taxi speed on the runway. However, depending on aircraft status or airport conditions:
in CAT II conditions with RVR > 300m, the AP may be disconnected at 80ft, in CAT III A conditions with RVR > 200m, the AP may be disconnected at touchdown, CAT III SINGLE may be performed with 50ft DH and RVR > 200m if one AP is inoperative.
CAT III operations will be conducted with a DH of 17ft (or no DH).
The flight crew Training program complies with the provisions of JAR OPS-1450 and associated Appendix 1. The program consists of:
Ground courses in accordance with JAR-OPS 1450 Appendix 1(b). Simulator training in accordance with JAR-OPS 1450 Appendix 1(c) and (d)
1 simulator session of 2 h + 1 h evaluation for CAT II or CAT III
The program of the simulator sessions is given in appendix to this file.
Line training in accordance JAR OPS 1450 Appendix 1(d)(4).
For CAT II approach:
one automatic approach and automatic landing and if option with manual landing is envisaged, 3 automatic approaches with AP disconnection at 80ft followed by a manual landing.
For CAT III approaches:
three automatic approaches in CAT II or better weather conditions followed by automatic landing
The prerequisite experience on the type to perform CAT II or CAT III operation as pilot-in-command is 100 FH or 40 sectors. The recurrent training for CAT Il and CAT III operations has been integrated in the standard recurrent training and checking for captain and F/O. A simulator check consisting of at least two automatic approaches will be conducted every six months, one of which includes a go-around. In a period of two years all failure cases will be covered. In addition to the recurrent simulator training, the flight crew will have performed at least one approach and automatic landing using CAT II or CAT III procedures within the last six months. One of these approaches will be conducted on aircraft.
The operational demonstration is made to comply with JAR OPS 1.440(f) for aircraft types already approved by JAA for CAT II and CAT III operations. During the operational evaluation period a reporting system is established to monitor CAT II / CAT III success rate and to review unsuccessful approaches. The demonstration is devided into two steps: 1. The operational demonstration consists of at least 30 automatic approaches and automatic landings using CAT II/III procedures in CAT I or better weather conditions. If a success rate of 95 % or better is established at the end of this operational demonstration, the CAT II approach with 100ft DH will be requested. After 6 months of CAT II operations, CAT III A approval with 50ft DH will be requested.
The additional operational demonstration will consist of performing at least 70 automatic approaches and automatic landings using CAT III procedures in CAT Ill A or better weather conditions. If a success rate of 95% or better is established, and after not less than 6 months of CAT II or CAT III A operations, the CAT III B approval will be requested.
Data and statistics to monitor the automatic approach and landing success rate will be established. PIREPS of any unsatisfactory approach and automatic landing or aircraft system malfunction will be retained for a period of twelve months. All the data will be available to the authorities.
CAT II / CATIII operations are envisaged for a number of airports which fully comply with CAT II / CAT III standards and are approved for such operations by the airport national authorities. During the operational demonstration period or before conducting approaches and automatic landings in CAT II / CAT III weather conditions at any airport and, the suitability of the ILS installation and terrain before the runway should be verified by a minimum number of automatic approaches and automatic landings. Before conducting an automatic approach and automatic landing in CAT II / CAT III weather conditions, the crew must verify that Low Visibility Procedures are enforced. Requirements of AMC to JAR OPS 1.430(b)(4) for airport equipment failure will be used as reference.
Required runway length will be verified to comply with automatic landing distance given in the AFM, if this distance is greater than the normal required runway length. Runway width is not to be less than 45m for CAT II / CAT III operations.
For CAT II approach the selected DH must not be lower than the published OCH.
Touchdown or mid-runway RVR measurement must be available for CAT II and CAT III A operations. Touchdown and mid-runway RVR measurements must be available for CAT III B operations. Roll-out RVR is advisory.
AUTOMATIC LANDINGS IN CAT I OR BETTER WEATHER CONDITIONS
During the operational demonstration period or for training, automatic landings can be performed on runways not promulgated for CAT II / CAT III operation or without enforcing Low Visibility Procedures. This can be done on a selected number of runways in addition to those qualified for CAT II / CAT III operations. The airline has checked the suitability of these selected runways for automatic landings. Criteria to qualify crews for automatic landings in CAT I or better weather conditions have been established. Special procedures have been developed for this kind of operation and are published in the operation manual.
CAT II AUTOMATIC APPROACH
The DH is determined as the higher of:
the published OCH, the minimum DH applicable to the flight crew, 100ft.
The minimum RVR is a function of the DH and is indicated in the table below.
DH 100-120ft 120-140ft 140 ft and above
RVR 300m 400m 450m
Touchdown transmissiometer must indicate a RVR above the listed minimum. The visual segment associated with DH = 100ft and RVR 300m has been evaluated to be 170m.
CAT III AUTOMATIC APPROACH AND LANDING
CAT III A WITH 50ft DU For CAT III A operations, the minima are:
minimum DH minimum RVR
50ft 200m
Touchdown transmissiometer must indicate a RVR above listed minimum. The visual segment associated with DH=50ft and RVR 200m has been evaluated to be 120m. Procedures recommend the use of both APs, but if one is not operative, CAT III SINGLE can be performed with the same minima. If roll-out cannot be used or is inoperative, CAT III A automatic approach and landings can still be conducted provided that the AP is disconnected at touch down. CAT III B automatic approach and landing For CAT III B operations the minima are: The minimum DH is 17 ft. The minimum RVR is 100 m. For CAT III operations the RVR indicated by both touchdown and mid- runway transmissometers must be above the applicable minima. The visual segment associated with DH=17ft and RVR 100m has been evaluated to be 60m.
GENERAL LVTO with RVR between 400m & 150 m LVTO with RVR between 150m & 125 m LVTO with RVR between 125m & 75 m
Takeoff with RVR less than 400m is considered as LVTO by JAR OPS 1. The maximum RVR at Takeoff is quite independent of the aircraft type and aircraft equipment except for very low RVR. The Takeoff minima is mainly determined by the airport installation (runway lighting system, RVR measurement system, ...). When weather conditions are more severe than the landing minima, a takeoff alternate is normally required:
within one hour for twins within two hours for quads within the maximum approved diversion time for aircraft qualified for ETOPS, but not more than 2 hours (JAR OPS).
Above time is determined at the one engine inoperative speed.
LVTO with RVR between 400m and 150m
The minimum RVR in this range of value is a function of the aircraft category and of the runway equipment. A300, A310, A319, A320, A321, A330-200, -300 and A340-200, -300 are in category C.
For this aircraft category, the JAR OPS gives the following minima.
Nil (day only) Runway edge lighting and/or centerline marking (for night, edge and runway end lights are required) Runway edge and centerline lighting Runway edge and centerline lighting and multiple RVR information
The requested RVR value representative of the initial part of the takeoff run can be replaced by pilot assessment. No operational approval is required to perform LVTO with these minima according to JAR OPS1.
LVTO with RVR between 150m and 125m
JAR OPS 1 has provision to further reduce the minimum RVR provided the Airline has obtained an operational approval to conduct LVTO with this minima. Among the conditions which must be met, one is related to the aircraft type. A visual segment of 90m is required from the cockpit during the takeoff run with the minimum RVR.
The visual segments for RVR 125m are given in the table below for each Airbus model:
A319, A320 , A321
Consequently, all Airbus models have the capability to be operated with 125m RVR at takeoff. Additional requirements are as follows:
Low Visibility Procedures are in force High intensity runway centerline lights spaced 15m or less and high intensity edge fights spaced 60m or less are in operation The 125m RVR value has been achieved for all of the relevant RVR reporting points Flight crewmembers have satisfactorily completed training in a simulator approved for this procedure.
LTVO with RVR between 125m and 75m
JAR OPS 1 has provision to authorize takeoff with RVR between 125m and 75m provided the aircraft is equipped with an approved lateral guidance system and an operational approval has been obtained by the operator. Such systems have been certified on Airbus Aircraft and have been installed in option: WGD HUD PVI Windshield Guidance Display (A310, A300-600) Head-Up Display (A330, A320, A319, A321) ParaVisual Indicator (A320, A330, A340)
All these systems provide the pilot flying with a lateral guidance using LOC signal. This kind of display allows the pilot to follow the guidance orders and to continue the monitoring of external visual cues (centerline lights). The FD lateral guidance indication alone is not considered to be in itself an acceptable means. With above mentioned optional systems, Airbus Aircraft can be operated at takeoff with a minimum RVR of 75m (as indicated in the AFM) provided runway facilities are equivalent to CAT III landing capabilities and ILS protections are active. To obtain the operational approval, the Airline must address in particular the flight crew training which must be done in a simulator approved for this procedure. The training syllabi should include at least:
Takeoff with engine failure before and after V1 Takeoff with sudden reduction of RVR Takeoff with loss of lateral guidance.
31707 Blagnac Cedex France France Telephone +33 05 61 93 33 33 Airbus 1998 All rights reserved. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown the Company will be pleased to explain the basis thereof. This document is the property of Airbus and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorised. Printed in France
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