AIR TRAFFIC CONTROL

474

AIR TRAFFIC CONTROL

24 FEB 06

AERONAUTICAL TELECOMMUNICATIONS

separated by 25 kHz or more and the use of six digits as in 5.2.1.7.3.4.3 is not substantiated by the operational requirement determined by the appropriate authorities, the first five digits of the numerical designator should be used, except in the case of both the fifth and sixth digits being zeros, in which case only the first four digits should be used.

NOTE 1: The following examples illustrate the application of the procedure in 5.2.1.7.3.4.4 and the associated settings of the aircraft radio management panel for communication equipment with channel separation capabilities of 25 kHz and 8.33/25 kHz.

Channel	Transmitted as	Radio
		management panel
		setting for
		communication
		equipment with
		25 kHz	8.33/25
		(5	kHz (6
		digits)	digits)
118.000	ONE ONE	118.00	118.000
	EIGHT
	DECIMAL
	ZERO
118.025	ONE ONE	118.02	118.025
	EIGHT
	DECIMAL
	ZERO TWO
118.050	ONE ONE	118.05	118.050
	EIGHT
	DECIMAL
	ZERO FIVE
118.075	ONE ONE	118.07	118.075
	EIGHT
	DECIMAL
	ZERO SEVEN
118.100	ONE ONE	118.10	118.100
	EIGHT
	DECIMAL ONE

NOTE 2: Caution must be exercised with respect to the indication of transmitting channels in VHF radiotelephony communications when five digits of the numerical designator are used in airspace where aircraft are also operated with channel separation capabilities of 8.33/25 kHz. On aircraft installations with a channel separation capability of 8.33 kHz and more, it is possible to select six digits on the radio management panel. It should therefore be ensured that the fifth and sixth digits are set to 25 kHz channels (see Note 1).

NOTE 3: The numerical designator corresponds to the channel identification in Annex 10, Volume V, Table 4-1 (not published herein).

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17 APR 09 AIR TRAFFIC CONTROL

475

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

Extracted from ICAO Annex 11 — Air Traffic Services – Annexes to DOC 7300 (Attachment B)

1INTRODUCTION AND APPLICABILITY OF BROADCASTS

1.1Traffic information broadcasts by aircraft are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information of pilots of other aircraft in the vicinity.

1.2TIBAs should be introduced only when necessary and as a temporary measure.

1.3The broadcast procedures should be applied in designated airspace where:

a.there is a need to supplement collision hazard information provided by air traffic services outside controlled airspace; or

b.there is a temporary disruption of normal air traffic services.

1.4Such airspaces should be identified by the States responsible for provision of air traffic services within these airspaces, if necessary with the assistance of the appropriate ICAO Regional Office(s), and duly promulgated in aeronautical information publications or NOTAM, together with the VHF RTF frequency, the message formats and the procedures to be used. Where, in the case of 1.3 a., more than one State is involved, the airspace should be designated on the basis of regional air navigation agreements and promulgated in Doc 7030.

1.5When establishing a designated airspace, dates for the review of its applicability at intervals not exceeding 12 months should be agreed by the appropriate ATC authority(ies).

2 DETAILS OF BROADCASTS

2.1VHF RTF FREQUENCY TO BE USED

2.1.1The VHF RTF frequency to be used should be determined and promulgated on a regional basis. However, in the case of temporary disruption occurring in controlled airspace, the States responsible may promulgate, as the VHF RTF frequency to be used within the limits of that airspace, a frequency used normally for the provision of air traffic control service within that airspace.

2.1.2Where VHF is used for air-ground communications with ATS and an aircraft has only two serviceable VHF sets, one should be tuned to the appropriate ATS frequency and the other to the TIBA frequency.

2.2LISTENING WATCH

A listening watch should be maintained on the TIBA frequency 10 minutes before entering the designated airspace until leaving this airspace. For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace listening watch should start as soon as appropriate after take-off and be maintained until leaving the airspace.

2.3 TIME OF BROADCASTS

A broadcast should be made:

a.10 minutes before entering the designated airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after take-off;

b.10 minutes prior to crossing a reporting point;

c.10 minutes prior to crossing or joining an ATS route;

d.at 20-minute intervals between distant reporting points;

e.2 to 5 minutes, where possible, before a change in flight level;

f.at the time of a change in flight level; and

g.at any other time considered necessary by the pilot.

2.4FORMS OF BROADCAST

2.4.1 The broadcasts other than those indicating changes in flight level, i.e. the broadcasts referred to in 2.3 a., b., c., d. and g., should be in the following form:

ALL STATIONS (necessary to identify a traffic information broadcast)

(call sign)

FLIGHT LEVEL (number) (or CLIMBING1 TO FLIGHT LEVEL (number))

(direction)

(ATS route) (or DIRECT FROM (position) TO (position))

POSITION (position2 ) AT (time)

ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time)

(call sign)

FLIGHT LEVEL (number) (direction)

Fictitious example:

“ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND DIRECT FROM PUNTA SAGA TO PAMPA POSITION 5040 SOUTH

2010 EAST AT 2358 ESTIMATING CROSSING ROUTE LIMA THREE ONE AT 4930 SOUTH 1920 EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND OUT”

1For the broadcast referred to in 2.3 a. in the case of an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace.

2For broadcasts made when the aircraft is not near an ATS significant point, the position should be given as accurately as possible and in any case to the nearest 30 minutes of latitude and longitude.

2.4.2 Before a change in flight level, the broadcast (referred to in 2.3 e.) should be in the following form:

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476 AIR TRAFFIC CONTROL 17 APR 09

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

ALL STATIONS (call sign) (direction)

(ATS route) (or DIRECT FROM (position) TO (position))

LEAVING FLIGHT LEVEL (number) FOR FLIGHT

3.2COLLISION AVOIDANCE

If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk, and this cannot be achieved in accordance with the right- of-way provisions of Annex 2, the pilot should:

© JEPPESEN, 2006, 2009. ALL RIGHTS RESERVED.

16 DEC 05	AIR TRAFFIC CONTROL	501
1 INTRODUCTION	MACH NUMBER TECHNIQUE
	3.2 AIRCRAFT INSTRUMENTATION
MACH NUMBER TECHNIQUE

1.1 The term “Mach number technique” is used to describe the technique of clearing turbo-jet aircraft operating along the same route to maintain specified Mach numbers in order to maintain adequate longitudinal separation between successive aircraft at, or climbing or descending to, the same level.

2 OBJECTIVES

2.1 The principal objectives of the use of the Mach number technique are:

a.to ensure continued longitudinal separation between successive aircraft on long route segments with a minimum of Air Traffic Control (ATC) intervention;

b.to obtain improved utilization of such routes, thus contributing to the economy of flight operations of traffic concerned.

2.2To achieve these objectives the speeds of aircraft operating along the same track at the same level or climbing or descending to operate at the same level are stabilized. This stability permits reasonably accurate projections of the expected longitudinal separation between aircraft to points well beyond the point where separation is first confirmed, which reduces the need for frequent ATC intervention.

2.3Practical experience in the North Atlantic (NAT) region has confirmed the assumptions made above. It has been found that successive aircraft operating along the same track at the same level and aircraft climbing or descending to operate at the same level as another aircraft and maintaining the same Mach number also maintain a reasonably constant time interval between each other, when checked by position reports over the same point. This is due to the fact that the aircraft concerned are normally subject to approximately the same wind and temperature conditions. Minor variations in speed which might temporarily increase or decrease the spacing between aircraft tend to be neutralized over prolonged periods of flight.

3 PREREQUISITES

3.1AREA OF APPLICATION

3.1.1 The application of the Mach number technique is particularly suitable for areas where the environment is such that position reporting and ATC intervention with individual flights can, at times, be subject to delay. In addition, the following represent typical characteristics of the route structure and environment which make the use of a given area suitable for the application of the Mach number technique:

a.aircraft in the area generally follow the same or diverging tracks until they are provided with other forms of separation;

b.operations conducted in the area comprise a significantly large phase of stable flight (e.g., not less than one hour) and the aircraft concerned have normally reached an operationally suitable level when entering the area.

3.2.1 The use of the Mach number technique in a given area is based on the assumption that the relevant instruments used by aircraft to which this technique is applied have been calibrated in accordance with applicable airworthiness practices. Therefore, both States of Registry and operators concerned should take the necessary measures to ensure continued compliance with this prerequisite.

3.3FLIGHT PROGRESS INFORMATION FOR ATC

3.3.1 ATC units using the Mach number technique must have at their disposal the latest forecast upper wind information, or position information obtained from previous aircraft. Such information is necessary in order to permit ATC to prepare (either manually or by means of a computer) flight progress strips showing calculated estimated times over significant points up to and including the exit point from the area wherein the technique is applied in order to confirm that the required longitudinal separation will exist at the exit point.

3.4ADHERENCE TO ASSIGNED MACH NUMBER

3.4.1 Unless otherwise advised by the pilot concerned, ATC will assume that the last assigned Mach number will be maintained both in cruise and in any cleared step-climbs or step-descents made in the course of the flight.

4 GENERAL PROCEDURES

4.1 Application of the Mach number technique should always be based on the true Mach number.

The airspeeds and altitudes planned to be used should be specified in flight plan as follows:

a.True airspeed and altitude immediately preceding the initial domestic portion of the route of flight.

b.True Mach number and altitude immediately preceding oceanic portion of the route of flight.

Example of field 15 of ICAO Flight Plan: 0450F340 MOLOKAI2 CLUTS/M084F340 R465 CLUKK SFO.

4.2The ATC clearance must include the assigned Mach number which is to be maintained. It is therefore necessary that information on the desired Mach number be included in the flight plans by pilots intending to operate along routes in the area concerned.

4.3ATC has a requirement to calculate estimated times at which aircraft will pass significant points along their track. These calculations are necessary both for the provision of longitudinal separation between aircraft on crossing tracks, and for coordination with adjacent ATC units. Therefore ATC must be provided with necessary data to do this.

4.4It is very important that the estimates for the entry point to the area provided by pilots are as accurate as possible since they form the basis for the advance planning of longitudinal separation between aircraft.

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502	AIR TRAFFIC CONTROL 16 DEC 05

MACH NUMBER TECHNIQUE

4.5The prescribed longitudinal separation between successive aircraft flying at the same level must be provided over the entry point and on a particular track or tracks, or exist when climb or descent to the level of another aircraft is accomplished into the area concerned. Standard longitudinal separation is 15 minutes.

4.6Thereafter, provided that aircraft maintain their last assigned Mach numbers, intervention by ATC for the portion of flight where the Mach number technique is used, should normally only be necessary if an aircraft, for some reason, is obliged to change its number or if there is conflicting traffic on crossing tracks or a flight level change is intended.

4.7The Mach number technique requires that pilots strictly adhere to the following procedures:

a.aircraft must strictly adhere to the last assigned Mach number;

b.if essential to make an immediate temporary change in Mach number (e.g., due to turbulence) the appropriate ATC unit should be notified as soon as possible of that change;

c.when required by the appropriate ATC unit, the current true Mach number should be included in routine position reports.

4.8Due account must be taken of problems which may be caused at entry and exit points if the longitudinal separation minima used in adjacent airspace differ from those used in the area where the Mach number technique is used.

4.9For a list of ATS routes and areas where the Mach number technique is used, see the individual ATC “State Page” under the heading Mach Number Technique (MNT).

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.

19 DEC 08 AIR TRAFFIC CONTROL

551

REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV)

GENERAL

RNP

The ICAO Special Committee on Future Air Navigation Systems (FANS) defines RNP as a statement of required navigation accuracy in the horizontal plane (lateral and longitudinal position fixing) necessary for operation in a defined airspace. RNP types are identified by a single accuracy value, shown in the table below. For example, the statement of RNP 1, refers to a required navigation performance accuracy within 1 NM of the desired flight path at least 95% of the time flying.

Table of existing and future levels of navigation accuracy

B-RNAV (RNP 5) is a derivate of RNP 4, allowing continued operation without modification of existing route structures and is implemented in the ECAC (European Civil Aviation Conference) Airspace.

Potential application for RNP airspace includes:

–a defined airspace, such as North Atlantic minimum navigation performance specifications (MNPS) airspace.

–a fixed ATS route, such as between Sydney, Australia and Auckland, New Zealand.

–random track operations, such as between Hawaii and Japan.

–a volume of airspace such as a block altitude on a specified route.

The implementation of RNP allows enhancements of ATC system capacity and efficiency while retaining or establishing enhanced system safety.

Navigation parameters such as distance and bearing to a way point are computed from the aircraft position to the location of the way point. Course guidance is generally derived from the linear deviation from the desired track of a great circle course. The desired course may be pilot elect able or may be determined by the navigation computer through computations based on the locations of successive way points.

Precision RNAV (P-RNAV) P-RNAV is the aircraft and operator approval requirement that is introduced for RNAV procedures in ECAC Terminal Airspace. Terminal Airspace procedures that require P-RNAV approval are designed following common principles which ensure that procedure design and execution are fully compatible. (RNP 1) - shall provide a 95% containment value of ± 1 NM (± 1.85 km). This level of navigation accuracy can be achieved using DME/DME, GPS or VOR/DME. It can also be maintained for short periods using IRS (the length of time that a particular IRS can be used to maintain P-RNAV accuracy without external update is determined at the time of certification.

Basic RNAV (B-RNAV) B-RNAV is the forerunner of the RNAV programme. It was introduced to enable capacity gains to be achieved through modifications to the enroute structure. (RNP 5) - shall provide a 95% containment value of ± 5 NM (± 9.26 km). This level is similar to that currently achieved by aircraft without RNAV capability on ATS routes defined by a VOR or VOR/DME, when VOR’s are less than 100 NM apart.

RNP AND RNAV REQUIREMENTS

For RNP and RNAV operations, operators have the responsibility to ensure the required level accuracy, within the notified RNP/RNAV environment, by means of appropriate equipment usage and prescribed procedures for the flight crew. It is essential that ATC receives an indication from the operator that a flight, planned along RNP/RNAV routes or in a RNP/RNAV area, has the required navigation capability.

APPROVAL AND CERTIFICATION

RNAV

RNAV is the primary means of meeting RNP requirements. RNAV operations within the RNP concept permit flight in any airspace within prescribed accuracy tolerances, without the need to fly directly over ground-based navigation facilities. The application of RNAV techniques provides a number of benefits, for example:

–establishment of more direct routes reducing the flight distances.

–establishment of dual or parallel routes to accommodate a greater flow of enroute traffic.

–establishment of bypass routes for high density traffic areas.

–establishment of contingency routes.

–establishment of optimum locations for holding patterns.

–reduces the number of ground navigation facilities.

A fundamental requirement for the implementation of RNP is the approval of flight operations in the various RNP type airspaces by the State of the operator. Approval will be granted individually for each operator and each individual aircraft type used by the operator. RNAV and FMS equipment also needs to obtain airworthiness approval by the national authority. The approving authority must ensure that aircraft equipment be installed and operated in a manner appropriate to the RNP type approval being sought. An approval for a certain RNP type does not mean that the aircraft may be operated wherever the RNP type applies. The RNP type approval is specific to a particular type of navigation equipment and application, and for the use of INS/IRS a time limit may apply. For example, an aircraft, having approval for RNP 5 in the B-RNAV airspace of Europe, using RNAV equipment requiring input from ground based navigation facilities such as VOR/DME may not be operated in a RNP 10 airspace where such facilities are not available.

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552	AIR TRAFFIC CONTROL 19 DEC 08

REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV)

B-RNAV CERTIFICATION AND

OPERATIONAL REQUIREMENTS

In order to comply with RNAV operational requirements, aircraft must be certified for B-RNAV operation in order to file an IFR flight plan in the B-RNAV FIR/UIR in the ECAC airspace. See Minimum Equipment List (MEL) requirements and applicable aircraft procedures related to navigation performance. The JAA has published Guidance Material On Airworthiness Approval And Operational Criteria For The Use Of Navigation Systems In European Airspace Designated For Basic RNAV Operations. The complete P-RNAV aircraft and operator approval requirements are set out in JAA TGL-10.

SYSTEM DESCRIPTION

RNP

Many different types of equipment are currently available to meet requirements for one or more RNP types. For example, a VOR/DME navigation system in combination with a simple RNAV computer accepting VOR/DME input is the least sophisticated equipment.

RNAV

Area Navigation Equipment determines aircraft position by processing data from one or more sensors. Determination of aircraft position is dependent on such factors as sensor availability and accuracy, signal parameters (signal source strength, transmitted signal degradation). Position determination may employ such inputs as :

–distance measurements from two or more Distance Measuring Equipment (DME) ground stations (DME-DME);

–Very High Frequency Omnidirectional radio Range with DME (VOR/DME);

–Inertial systems (INS, with radio updating or limited 2 hour use after last on ground update)

–LORAN C (with limitations)

–Global Navigation Satellite System (with limitations).

GENERAL OPERATIONAL LIMITATIONS

Due to the availability and integrity of the various sensor systems, and effects of from outside sources, certain operational limitations must be imposed on the use of some types of RNAV equipment as follows:

Operational Areas — operators shall define the area(s) in which operations are intended and ensure that equipment usage is capable of performance within the defined standard.

Operational Equipment

INS — Without an automatic radio update, INS function is limited in usage for a 2 hour period from the last on ground position update. This can result in a degradation of accuracy with elapsed time. As a requirement, a linear decay value of 1.5 to 2 NM per hour must be considered.

GNSS — During the pre-flight planning phase, if 24 satellites (23 if baro aiding is incorporated into the GPS installation) are projected to be operational for the flight, then the aircraft can depart without further action. If 23 satellites or less (22 or less if baro aiding is incorporated), are projected to be operational, then the availability of GPS integrity (RAIM) should be confirmed for the intended flight (route and time).

SYSTEM AVAILABILITY

Navigation systems must demonstrate an acceptably reliable continuity of function prior to approval. National authorities may choose to rely on redundancy of systems in order to obtain an average airborne system availability of 99.99% of flight time for B-RNAV. Navigation function availability may be assured by the use of the multi sensor area navigation systems which incorporate various position fixing sensors, each of which is individually usable for airborne area navigation. Some RNAV systems permit the use of combinations of systems or pilot selection of one system in preference to another, depending on factors such as reception and weather conditions.

Recommendations

As long as VOR/DME facilities are available, and aircraft are equipped with VOR/DME instrumentation, the carriage of a single B-RNAV system will provide equivalent safety to the average systems availability requirements. It is anticipated that the withdrawal of VOR facilities will result in a requirement to carry redundant B-RNAV systems in order to meet the average system availability requirement.

CONTINGENCY

Flight Crew Inputs — Procedures shall enable erroneous flight crew inputs to be detected before the aircraft position accuracy can be degraded. It is the crews responsibility to ensure that the navigation accuracy is maintained. In particular, the following common mistakes must be avoided:

Insertion errors — Coordinates are inserted incorrectly into the system. (Particular care must be taken in case of a new ATC clearance).

De-coupling — If the pilot allows the autopilot to become de-coupled from the equipment which he thinks is providing steering output.

Using faulty equipment — The pilot might continue to use a navigation system which has become inaccurate.

FUNCTIONAL REQUIREMENTS

Navigation equipment should be capable of enabling aircraft to be navigated within the constraints of the air traffic service to the accuracy required in a promulgated RNP type of airspace. The carriage of RNAV equipment may be required in some regions or States and therefore the reason why frequent reference is made to the use of RNAV equipment.

© JEPPESEN, 1999, 2008. ALL RIGHTS RESERVED.

19 DEC 08 AIR TRAFFIC CONTROL

553

REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV)

NAVIGATION DATA BASE

It is the responsibility of the States to maintain the level of accuracy and thoroughness of the source material on which data bases rely. Data base providers have the responsibility to ensure that they accurately reproduce the source material as provided by the States.

RNP

Aircraft Flight Management System (FMS) software should employ the same geodetic reference datum as that used for locating ground based or earth-ref- erenced navigational aids to avoid navigation errors when transferring between different geodetic reference datum application areas. The equipment shall provide an electronically-updatable navigation database containing at least the following location information:

–ARP

–VORs, DMEs, VORTACs and NDBs

–All named fixes

–All procedures defined by a State such as Routes, SIDs, STARs, APCH, holdings, etc.

RNAV

For B-RNAV a navigation data base is optional. If provided, it shall consist of current navigation reference data officially promulgated for civil aviation use, and contain at least navigation aid and way point information covering the region of intended operation. It is desirable if storing a number of flight plans. The navigation data base installed in the aircraft must be checked for its validity before the flight.

Route planning — The system shall allow the construction and/or modification of a flight plan. The flight crew shall be able to determine the correctness of the flight plan. B-RNAV shall provide a means for the insertion or modification of data in the flight plan via the RNAV Control Display Unit (CDU).

In-flight update — Verification of the data in respect to the Flight Path being flown, and the stored data base at any time without the guidance and navigation outputs of the computer being affected, is mandatory. The route data shall consist of the names or coordinates of the way points and shall include distance and tracks between them. The present track and distance to go to the next way point shall be provided, except when operating on a non fixed leg. The flight crew shall be able to modify the flight plan at any time. An additional means of updating the flight plan by use of a ground/air data link is optional.

NAVIGATION

Navigation Mode and Annunciation

The flight crew shall be enabled to monitor navigation mode and position.

Tuning and Selection of Radio Aids

Automatic selection and tuning of VOR and/or DME channels in accordance with stored program procedures, and related aircraft position and data base requirements, is required. The selected frequencies and ICAO identifiers shall be available for display. Individual NAVAIDs shall be inhibited from the auto-

matic selection process by the crew if desired. The ability of manual tuning to/of a Radio Navigation Aid (NAVAID) or displaying the data shall be given.

Route Execution

(Aircraft equipped with FMS should comply with the following statements in general):

Cross Track Deviation — A continuous display of distance from the intended track shall be provided. The display resolution shall be consistent with the system accuracy.

Parallel Offsets — A system is desired which provides the ability to fly parallel tracks offset by up to 20 NM from the primary track defined by the way points. The presence of an offset shall be continuously indicated.

Flight Plan

Operators of aircraft fitted with RNAV having a navigation accuracy meeting RNP 5 shall insert the designator ‘R’ in item 10 of the flight plan.

Operators of State aircraft not equipped with RNAV but having a navigation accuracy meeting RNP shall not insert the designators ‘S’ or ‘R’ in item 10 of the flight plan. Since such flights require special handling by air traffic control, item 18 of the flight plan shall contain STS/NONRNAV.

CONTINGENCY PROCEDURES

If, as a result of a failure of the RNAV system or degradation of it below RNP 5, an aircraft is unable to either enter the designated airspace or continue operations in accordance with the current air traffic control clearance, a revised clearance shall, whenever possible, be obtained by the pilot.

When a verbal coordination process is being used, the sending air traffic control unit shall include the phrase ‘NEGATIVE-RNAV’ at the end of the message. The phrase ‘NEGATIVE-RNAV’ shall be also included by the pilot immediately following the aircraft call sign whenever initial contact on an ATC unit frequency is established.

OPERATIONS MANUAL

The Operations manual shall describe the RNAV equipment procedures to be used for

–pre-flight, in-flight and post-flight; and

–in the event of a loss, or impairment, of RNAV navigation capability. The procedures as filed by the state authorities do strictly apply.

© JEPPESEN, 1999, 2008. ALL RIGHTS RESERVED.

12 FEB 10 AIR TRAFFIC CONTROL

601

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

1GENERAL

The following explanation is an excerpt based on EU-OPS 1 regarding the use and methods used to determine AOM. It is not intended to describe all the requirements of the EU-OPS 1 document.

The EU-OPS 1 Aerodrome Operating Minimums will become European Standard and replaces the former JAR-OPS 1. It is applicable to the operation of any civil aircraft for the purpose of commercial air transportation by any operator whose principal place of business is in an EU Member State.

Within this document the term “EU-OPS 1” is used for the new version of AOM (Subpart E – Appendix 1 to OPS 1.430 new). The old version of AOM is – on Jeppesen Charts - still designated as “JAR-OPS” or “JAA MINIMUMS” even it is now also part of the EU-OPS 1 as Subpart E – Appendix 1 to OPS 1.430 old.

On JEPPESEN approach and aerodrome charts an inverse printed “Standard” label indicates that the minimums are established according the new European Standard.

The JAR-OPS 1 (EU-OPS 1 Subpart E – Appendix 1 to OPS 1.430 old) Aerodrome Operating Minimums are described in paragraph 18 of this document.

2DEFINITIONS

APV Operation — An Approach Procedure with Vertical Guidance is an approach which utilizes lateral and vertical guidance, but does not meet the requirements established for precision approach and landing operations, with a DH not lower than 250ft and an RVR not less than 600m.

CAT I Operation — Is a precision instrument approach and landing using ILS, MLS, GLS or PAR with a DH not lower than 200ft and with an RVR not less than 550m.

CAT II Operation — Is a precision instrument approach and landing using ILS or MLS with a DH below 200ft but not lower than 100ft and an RVR of not less than 300m.

Continuous Descent Final Approach (CDFA) — A specific technique for flying the final approach segment as a continuous descent, without level-off, from an altitude at or above the FAF altitude to a point approximately 50ft above the landing threshold.

Converted Meteorological Visibility (CMV) — A value (equivalent to an RVR) which is derived from the reported meteorological visibility by using particularly conversion factors. Jeppesen will publish all RVR values above 2000m as CMV.

Enhanced Vision System (EVS) — An electronic means of displaying a real-time image of the external scene through the use of imaging sensors.

Fail Operational Hybrid Landing System — A system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system.

GNSS Landing System (GLS) — An approach operation using augmented GNSS information to provide guidance to the aircraft based on its lateral and vertical GNSS position. It uses geometric altitude reference for its final approach slope.

Head-up Display (HUD) — A display system, which presents flight information into the pilot’s forward external field of view and which does not significantly restrict the external view.

Head-up Guidance Landing System (HUDLS) —

The total airborne system which provides head-up guidance to the pilot. It includes all sensors, computers, power supplies, indications and controls.

Hybrid Head-up Display Landing System (Hybrid HUDLS) — A system which consists of a primary fail-passive automatic landing system and a second independent HUD/HUDLS enabling the pilot to complete a landing manually after failure of the primary system.

Low Visibility Procedures (LVP) — Procedures applied at an aerodrome for the purpose of ensuring safe operations during CAT III, CAT II, Other Than Standard CAT II and Lower Than Standard CAT I approaches and Low Visibility Take-offs.

Low Visibility Take-off — A take-off on a runway where the RVR is less than 400m.

Lower Than Standard CAT I Operation — A CAT I instrument approach and landing operation using CAT I DH, but with an RVR lower than would normally be associated with the applicable DH.

Non-precision Approach (NPA) — Is an instrument approach using any of the following facilities, Localizer with and without DME, SRA, RNAV (LNAV), VOR, VOR and DME, NDB, NDB and DME or VDF with MDH or DH not lower than 250ft and RVR/CMV of not less than 750m.

Other Than Standard CAT II Operation — A CAT II instrument approach and landing operation to a runway where some or all of the elements of the ICAO Annex 14 CAT II lighting system are not available, with a DH below 200ft but not lower than 100ft and an RVR of not less than 350/400m.

Stabilized Approach (SAp) — An approach which is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path from a pre-determined point or altitude to a point 50ft above the landing threshold.

3OPERATORS RESPONSIBILITY

An operator shall establish, for each departure, destination or alternate aerodrome planned to be used, aerodrome operating minimums. The method of determination of such minimums must be acceptable by the authority. In-flight calculation of minimums for unplanned alternate aerodromes shall be carried out with a method acceptable to the authority.

The operator must ensure that the new rules (Appendix 1 to OPS 1.430 new) or the old rules (Appendix 1 to OPS 1.430 old - latest until 16 JUL 2011) are applied.

In establishing AOM which will apply to any particular operation, an operator must take full account of:

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602 AIR TRAFFIC CONTROL 12 FEB 10

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

–The type, performance and handling characteristics of the aircraft;

–The composition of the flight crew, their competence and experience;

–The dimensions and characteristics of the runways which may be selected for use;

–The adequacy and performance of the available visual and non-visual ground aids;

–The equipment available on the aircraft for navigation and/or control of the flight path, as appropriate, during the take-off, the approach, the flare, the landing, the roll-out and the missed approach;

–The obstacles in the approach, missed approach and climb-out areas required for the execution of contingency procedures and necessary clearance;

–The OCA(H) for the instrument approach procedure;

–The means to determine and report meteorological conditions;

–The flight technique to be used during the final approach.

The minimums are considered applicable if:

–the required ground equipment for the intended procedure is operative,

–the required aircraft systems for the type of approach are operative,

–the required aircraft performance criteria are met and

–the crew is qualified accordingly.

4PORTRAYAL OF AOM

AOM for take-off and landing will be shown either on Jeppesen instrument approach or aerodrome charts or on a separate minimums listing.

5MET VISIBILITY/RVR/CMV

AOM are generally expressed in RVR or CMV. If only meteorological visibility is reported, the charted RVR/CMV value can be substituted by reported meteorological VIS for Straight-in Instrument Approaches as shown in Table 1.

Table 1 must not be applied for Take-off or any other required RVR minimum less than 800m or when reported RVR is available.

NOTE: If the RVR is reported at being above the maximum value assessed by the aerodrome operator, e.g.: “RVR more than 1500m”, it is not considered to be a reported RVR in this context and the conversion table may be used.

Table 1 CONVERSION OF REPORTED MET VIS TO RVR/CMV

Lighting elements in operation

6TAKE-OFF MINIMUMS (EU-OPS 1)

GENERAL

Take-off minimums established by the operator must be expressed as VIS or RVR, taking into account all relevant factors for each aerodrome planned to be used. Where there is a specific need to see and to avoid obstacles a ceiling or climb gradient must be specified.

Take-off shall not be commenced unless weather conditions at the aerodrome of departure are equal to or better than applicable minimums for landing at that aerodrome unless a suitable take-off alternate aerodrome is available.

When the reported meteorological VIS is below the VIS required for take-off and RVR is not reported (or no meteorological VIS or RVR report is available) a take-off may only be commenced if the commander can determine that the RVR/VIS along the take-off runway is equal to or better than the required minimum.

VISUAL REFERENCE

Take-off minimums must be determined to ensure sufficient guidance to control the aircraft in case of discontinued take-off in adverse circumstances or during continued take-off after failure of the critical power unit.

REQUIRED RVR/VIS

a.For multi-engine aircraft, whose performance is such that in the event of a critical power unit failure at any point during take-off the aircraft can either stop or continue the take-off to a height of 1500ft above the aerodrome while clearing all obstacles by the required margins, the take-off minimums established by an operator must be expressed as RVR/VIS values not lower than those in Table 2 below.

b.For multi-engine aircraft whose performance is such that they cannot comply with the performance conditions specified in paragraph (a) above in the event of a critical power unit failure, there may be a need to re-land immediately

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