JAR-OPS 1.297. Planning minima for IFR flights.
(a) Planning minima for take-off alternates.
An operator shall not select an aerodrome as a take off alternate aerodrome unless the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with JAR-OPS 1.225. The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. Any limitation related to one engine inoperative operations must be taken into account.
Planning minima for destination and destination alternate aerodromes.
An operator shall only select the destination aerodrome and/or destination alternate aerodrome(s) when the appropriate weather reports or forecasts, or any combination thereof, indicate that. during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:
(1) Planning minima for a destination aerodrome:
(i) RVR visibility specified in accordance with JAR-OPS 1.225; and
(ii) For a non-precision approach or a circling approach. the ceiling at or above MDH; and
(2) Planning minima. for destination alternate aerodrome(s):
Table 1. Planning minima - En-route and destination alternates.
Type of approachPlanning MinimaCat II and IIICat I (Note 1)Cat INon-precision (Notes 1 & 2)Non-precisionNon-precision (Notes 1 & 2) plus 200 ft/lD00 mCirclingCirclingNote 1. RVR.Note 2 The ceiling must be at or above the MDH.(c) Planning minima for an en-route alternate aerodrome. An operator shall not select an aerodrome as an en-route alternate aerodrome unless the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in accordance with Table 1 above.
(d) Planning minima for an ETOPS en-route alternate. An operator shall not select an aerodrome as an ETOPS en-route alternate aerodrome unless the appropriate weather reports or forecasts. or any combination thereof. Indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima prescribed in Table 2 below, and in accordance with the operator's ETOPS approval.
Table 2 Planning minima - ETOPS
Type of ApproachPlanning Minima (RVR/visibility required and ceiling if applicable)Aerodrome withat least 2 separate approach procedures based on 2 separate aids serving 2 separate runways (see IEM OPS 1.295 (c)(1)(ii))at least 2 separate approach procedures based on 2 separate aids serving 1 runway
at least 1 approach procedure based on 1 aid serving 1 runwayPrecision Approach Cat I1,III (ILS,MLS)Non Precision Approach MinimaPrecision Approach Cat I MinimaPrecision Approach Cat I (ILS,MLS)Non Precision Approach Minima Circling minima or, if not available, non precision approach minima plus .200ft/1000mNon Precision ApproachThe lower of non precision approach minima plus 200 ft/1000 m or circling minimaThe higher of circling minima or non precision approach minima plus 200 ft/f 000 m
Circling ApproachCircling minimaJAR-OPS 1.300. Submission of ATS Flight Plan. (See AMC OPS 1.300)An operator shall ensure that a flight is not commenced unless an ATS flight plan has been submitted. or adequate information has been deposited in order to permit alerting services to be activated if required.
JAR-OPS 1.305. Re/defuelling with Passengers embarking, on board or disembarking. (See Appendix 1 to JAR-OPS 1.305) (See IEM OPS 1.305)
An operator shall ensure that no aeroplane is re/defuelled with Avgas or wide Cut type fuel (eg. Jet-B or equivalent) or when a mixture of these types of fuel might occur. when passengers are embarking. on board or disembarking. In all other cases necessary precautions must be taken and the aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available.
JAR-OPS 1.310. Crew Members at stations.
(a) Flight crew members
(1) During take-off and landing each flight crew member required to be on flight deck duty; shall be at his station.
(2) During all other phases of flight each flight crew member required to be on flight deck duty shall remain at his station unless his absence is necessary for the performance of his duties in connection with the operation, or for physiological needs provided at least one suitably qualified pilot remains at the controls of the aeroplane at all times.
(b) Cabin crew members. On all the decks of the aeroplane that are occupied by passengers, required cabin crew members shall be seated at their assigned stations during rake-off and landing, and whenever deemed necessary by the commander in the interest of safety. (See IEM OPS 1.3 20(b).)
JAR-OPS 1.315. Assisting means for emergency evacuation.
An operator shall establish procedures to ensure that before taxying, take-off and landing, and when safe and practicable to do so, an assisting means for emergency evacuation that deploys automatically, is armed.
JAR-OPS 1.320 Seats, safety belts and harnesses.
(a) Crew members
(1) During take-off and landing, and whenever deemed necessary by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and harnesses provided.
(2) During other phases of the flight each flight crew member on the flight deck shall keep his safety belt fastened while at his station.
(b) Passengers.
(1) Before take-off and landing, and during taxying. and whenever deemed necessary in the interest of safety, the commander shall ensure that each passenger on board occupies a seat or berth with his safety belt or harness where provided, properly secured.
(2) An operator shall make provision for, and the commander shall ensure that multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device.
JAR-OPS1.325. Securing of passenger cabin and galley(s).
An operator shall establish procedures to ensure that before taxying, take-off and landing all exits and escape paths are unobstructed.
(b) The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety. all equipment and baggage is properly secured.
JAR-OPS 1.330. Accessibility of emergency equipment.
The commander shall ensure that relevant emergency equipment remains easily accessible for immediate use.
JAR-OPS 1.335. Smoking on board.
(a) The commander shall ensure that no person on board is allowed to smoke:
(1) Whenever deemed necessary in the interest of safety;
(2) While the aeroplane is on the ground unless specifically permitted in accordance with procedures defined in the Operations Manual;
(3) Outside designated smoking areas. in the aisle(s) and in the toilet(s):
(4) In cargo compartments and/or other areas where cargo is carried which is not stored in flame resistant containers or covered by flame resistant canvas; and
(5) In those areas of the cabin where oxygen is being supplied.
JAR-OPS 1.340. Meteorological Conditions.
(a) On an IFR flight a commander shall not:
(1) Commence take-off; nor
(2) Continue beyond the point from which a revised flight plan applies in the event of in-flight replanning
unless information is available indicating that the expected weather conditions at the destination and/or required alternate aerodrome(s) prescribed in JAR-OPS 1.295 are at or above the planning minima, prescribed in JAR-OPS 1.297.
(b) On an IFR flight a commander shall not continue beyond :
(1) The decision point when using the decision point procedure (AMC OPS 1.255. paragraph 2 refers); or
(3) The pre-determined point when using the pre-determined point procedure (AMC OPS 1.255, paragraph 4 refers),
unless information is available indicating that the expected weather conditions at the destination and/or required alternate aerodrome(s) prescribed in JAR-OPS 1.295 are at or above the applicable aerodrome operating minima prescribed in JAR-OPS 1.225.
(c) On a VFR flight a commander shall not commence take-off unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under VFR will, at the appropriate time. be such as to render compliance with these rules possible.
JAR-OPS 1.345. Ice and other contaminants.
An operator shall establish procedures for the ground anti-icing and de-icing inspections of the aircraft and related inspections of the aircraft.
(b) A commander shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect the performance and/or controllability of the aeroplane except as permitted in the Aeroplane Flight Manual.
A commander shall not commence a flight under known or expected icing conditions unless the aeroplane is certificated and equipped to cope with such conditions.
JAR-OPS 1.350. Fuel and oil supply.
A commander shall not commence a flight unless he is satisfied that the aeroplane carries at least the planned amount of full and oil to complete the flight safely, taking into account the expected operating conditions,
JAR-OPS 1.355. Take-off conditions.
Before commencing take-off, a commander must satisfy; himself that, according to the information available to him. the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe take-off and departure.
JAR-OPS 1.360. Application of take-off minima.
Before commencing take-off, a commander must satisfy himself that the RVR or visibility in the take-off direction of the aeroplane is equal to or better than the applicable minimum.
JAR-OPS 1.365. Minimum flight altitudes. (See IEM OPS 1.250)
A pilot-in-command shall not fly below specified minimum altitudes except when necessary for take-off or landing.
JAR-OPS 1.370. Simulated abnormal situations in flight.
An operator shall establish procedures to ensure that abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and simulation of IMC by artificial means, are not simulated during commercial air transportation flights.
JAR-OPS 1.375. In-flight fuel management. (See Appendix 1 to JAR-OPS 1.375).
An operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are carried out.
(b) A commander shall ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with final reserve fuel remaining.
(c) The commander shall declare an emergency when the actual usable fuel on board is less than final reserve fuel.
JAR-OPS 1.380. Intentionally blank
JAR-OPS 1.385. Use of supplemental oxygen.
A commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously whenever cabin altitude exceeds 10 000 ft for a period in excess of 30 minutes and whenever the cabin altitude exceeds 13 000 ft.
JAR-OPS 1.390. Cosmic radiation.
(a) An operator shall not operate an aeroplane above 15 000 m (49 000 ft) unless the equipment specified in JAR-OPS 1.680 is serviceable.
(b) A pilot-in-command shall initiate a descent as soon as practicable when the limit values specified in the Operations Manual are exceeded.
JAR-OPS 1.395. Ground proximity detection.
When undue proximity to the ground is detected by any flight crew member or by a ground proximity warning system, the pilot-in-command shall ensure that corrective action is initiated immediately to establish safe flight conditions.
JAR-OPS 1.400. Approach and landing conditions. (See IEM OPS 1.400).
Before commencing an approach to land, the commander must satisfy himself that, according to the information available to him, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach. landing or missed approach. having regard in the performance information contained the Operations ,Manual.
JAR-OPS 1.405. Commencement and continuation of approach.
(a) A pilot-in-command may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR visibility is less than the applicable minima. (See IEM OPS 1.405(a).)
(b) Where RVR is not available, the pilot-in-command may derive an RVR value by converting the reported visibility in accordance with Appendix 1 to JAR-OPS 1.430, sub-paragraph (h).
(c) If, after passing the outer marker or equivalent position in accordance with (a) above, the reported RVR/visibility falls below the applicable minimum, the pilot-in-command may continue the approach to DA/H or MDA/H.
(d) Where no outer marker or equivalent position exists the pilot-in-command shall make the decision to continue or abandon the approach before descending below 1000 ft above the aerodrome on the final approach segment.
(e) A pilot may continue the approach below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained.
JAR-OPS 1.410. Operating procedures - Threshold crossing height.
An operator must establish operational procedures designed to ensure that an aeroplane being used to conduct precision approaches crosses the threshold by a safe margin. with the aeroplane in the landing configuration and attitude.
JAR-OPS 1.415. Journey log.
A commander shall ensure that the Journey log is completed.
JAR-OPS 1.420. Occurrence reporting.
(a) Flight Incidents
(1) The operator or commander of an aeroplane shall submit a report to the Authority of any incident that has endangered or may have endangered safe operation of a flight.
(2) Reports shall be despatched within 72 hours of the event, unless exceptional circumstances prevent this.
(b) Technical defects and exceedance of technical limitations. A commander shall ensure that all technical defects and exceedances of technical limitations occurring while he was responsible for the flight are recorded in the aeroplane's Technical Log.
(c) Air Traffic Incidents. A commander shall submit an air traffic incident report in accordance with ICAO PANS RAC whenever an aeroplane in flight has been endangered by:
(1) A near collision with any other flying device; or
(2) Faulty air traffic procedures or lack of compliance with applicable procedures by Air Traffic Services or by the flight crew; or
(3) A failure of ATS facilities.
(d) Bird Hazards and Strikes.
(1) A commander shall immediately inform the appropriate ground station whenever a potential bird hazard is observed.
(2) A commander shall submit a written bird strike report after landing whenever an aeroplane for which he is responsible suffers a bird strike.
(e) In-flight emergencies with Dangerous Goods on board. If an in-flight emergency occurs and the situation permits, a commander shall inform the appropriate Air Traffic Services unit of any Dangerous Goods on board.
(f) Unlawful interference. Following an act of unlawful interference on board an aeroplane, a commander shall submit a report, as soon as practicable. to the local Authority and/or the Authority .
(g) Irregularities of ground and navigational facilities and hazardous conditions. A commander shall notify the appropriate ground station as soon as practicable whenever a potentially hazardous condition such as:
(1) An irregularity in a ground or navigational facility; or
(2) A meteorological phenomenon; or
(3) A volcanic ash cloud; or
(4) A high radiation level,
is encountered during flight.
JAR-OPS 1.425. Accident reporting.
(a) An operator shall establish procedures to ensure that the nearest appropriate authority is notified by the quickest available means of any accident, involving the aeroplane, resulting in serious injury (as defined in ICAO Annex I3) or death of any person or substantial damage to the aeroplane or property.
A commander shall submit a report to the Authority of any accident on board, resulting in serious injury to, or death of, any person on board while he was responsible for the flight.
Appendix 1 to JAR-OPS 1.270. Stowage of baggage and cargo.
(a) Procedures established by an operator to ensure that hand baggage and cargo is adequately and securely stowed must take account of the following:
(1) Each item carried in a cabin must be stowed only in a location that is capable of restraining it;
(2) ,Mass limitations placarded on or adjacent to stowages must not be exceeded;
(3) Underseat stowages must not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment;
(4) Items must not be stowed in toilets or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest mass that may be placed there;
(5) Baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely;
(6) Baggage and cargo must not be placed where it can impede access to emergency equipment; and
(7) Checks must be made before take-off, before landing, and whenever the pilot-in-command illuminates the fasten seat belts signs (Or otherwise so orders) to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or other movement) as may be appropriate to the phase of flight.
Appendix 1 to JAR-OPS 1.305. Re/defuelling with passengers embarking, on board or disembarking.
(a) An operator must establish operational procedures for re/defuelling with passengers embarking. on board or disembarking to ensure the following precautions are taken:
(1) One qualified person must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting. handling communications and initiating and directing an evacuation;
(2) Crew, staff and passengers must be warned that re/defuelling will take place;
(3) 'Fasten Seat Belts' signs must be off;
(4) 'NO SMOKING signs must be on, together with interior lighting to enable emergency exits to be identified;
(5) Passengers must be instructed to unfasten their seat belts and refrain from smoking:
(6) Sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation;
(7) If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling must be stopped immediately;
(8) The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear; and
(9) Provision is made for a safe and rapid evacuation.
Appendix 1 to JAR-OPS 1.375. In-flight fuel management.
(a) In-flight fuel checks .
(1) A commander must ensure that fuel checks are carried out in flight at regular intervals. The remaining fuel must be recorded and evaluated to:
(i) Compare actual consumption with planned consumption;
(ii) Check that the remaining fuel is sufficient to complete the flight, and
(iii) Determine the expected fuel remaining on arrival at the destination.
(2) The relevant fuel data must be recorded.
(b) In-flight fuel management. If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the operational conditions prevailing at the destination aerodrome. along the diversion route to an alternate aerodrome and at the destination alternate aerodrome, when deciding to proceed to the destination aerodrome or to divert, so as to land with not less than final reserve fuel.
(c) If, as a result of an in-flight fuel check on a flight to an isolated destination aerodrome, planned in accordance with AMC OPS 1.255 paragraph 3, the expected fuel remaining at the point of last possible diversion is less than the sum of:
(1) Fuel to divert to an en-route alternate aerodrome selected in accordance with JAR-OPS 1.297(c);
(2) Contingency fuel; and
(3) Final reserve fuel.
the commander must either:
(i) Divert; or
(ii) Proceed to the destination, provided that two separate runways are available at the destination and the expected weather conditions at the destination comply with those specified for planning in JAR-OPS 1.297(b)(1),
JAR-OPS 1.430. Aerodrome Operating Minima - General. (See Appendix 1 to JAR-OPS 1.430)
(a) An operator shall establish, for each aerodrome planned to be used, aerodrome operating minima that are not lower than the values given in Appendix 1 The method of determination of such minima muse be acceptable to the Authority. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State.
Note: The above paragraph does not prohibit in-flight calculation of minima for a non planned alternate aerodrome if carried out in accordance with an accepted method.
(b) In establishing the aerodrome operating minima which will apply to any particular operation, an operator must take full account of:
(1) The type, performance and handling characteristics of the aeroplane;
(2) The composition of the flight crew, their competence and experience;
(3) The dimensions and characteristics of the runways which may be selected for use;
(4) The adequacy and performance of the available visual and non-visual ground aids; (See AMC OPS 1.430(b)(4).)
(5) The equipment available on the aeroplane for the purpose of navigation and/or control of the flight path, as appropriate, during the take-off, the approach, the flare, the landing, roll-out and the missed approach;
(6) The obstacles in the approach. missed approach and the climb-out areas required for the execution of contingency procedures and necessary clearance;
(7) The obstacle clearance altitude/height for the instrument approach procedures: and
(8) The means to determine and report meteorological conditions.
(c) The aeroplane categories referred to in this Subpart must be derived in accordance with the method given in Appendix 2 to JAR-OPS 1.430(c).
JAR-OPS 1.435. Terminology.
(a) Terms used in this Subpart and not defined in JAR-1 have the following meaning:
(1) Circling. The visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach.
(2) Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose of ensuring safe operations during Category II and III approaches and Low Visibility; Take-offs.
(3) Low Visibility Take-Off (LVTO). A take-off where the Runway Visual Range (RVR) is less than 400 m.
(4) Flight control system. A system which includes an automatic landing system and/or a hybrid landing system.
(5) Fail- Passive flight control system . A flight control system is fail-passive if, in the event of a failure. there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aeroplane after a failure.
(6) Fail-Operational flight control system. A flight control system is fail-operational if, in the event of a failure below alert height, the approach. flare and landing, can be completed automatically. In the event of a failure. the automatic landing system will operate as a fail-passive system.
(7) 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.
Note: A typical secondary independent guidance system consists of a monitored head-up display providing guidance which normally takes the form of command information but it may alternatively be situation (or deviation, information.
(8) Visual approach. An approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain.
JAR-OPS 1.440. Low visibility operations - General operating rules. (See Appendix 1 to JAR-OPS 1.440)
(a) An operator shall not conduct Category II or III operations unless:
(1) Each aeroplane concerned is certificated for operations with decision heights below 200 ft, or no decision height, and equipped in accordance with JAR-AWO or an equivalent accepted by the Authority;
(2) A suitable system for recording approach and/or automatic landing success and failure is established and maintained to monitor the overall safety of the operation;
(3) The operations are approved by the Authority;
(4) The flight crew consists of at least 2 pilots; and
(5) Decision Height is determined by means of a radio altimeter.
(b) An operator shall not conduct low visibility take-offs in less than 150 m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless approved by the Authority.
JAR-OPS 1.445. Low visibility operations - Aerodrome considerations.
(a) An operator shall not use an aerodrome for Category II or III operations unless the aerodrome is approved for such operations by the State in which the aerodrome is located.
(b) An operator shall verify that Low Visibility procedures (LVP) have been established, and will be enforced, at those aerodromes where low visibility operations are to be conducted.
JAR-OPS 1.450. Low visibility operations - Training and Qualifications (See Appendix 1 to JAR-OPS 1.450)
(a) An operator shall ensure that, prior to conducting Low Visibility Take-Off, Category II and III operations:
(1) Each flight crew member:
(i) Completes the training and checking requirements prescribed in Appendix 1 including simulator training in operating to the limiting values of RVR and Decision Height appropriate to the operator's Category II/III approval; and
(ii) Is qualified in accordance with Appendix 1;
(2) The training and checking is conducted in accordance with a detailed syllabus approved by the Authority and included in the Operations ,Manual. This training is in addition to that prescribed in Subpart N; and
(3) The flight crew qualification is specific to the operation and the aeroplane type.
JAR-OPS 1.455. Low visibility operations - Operating Procedures (See Appendix 1 to JAR-OPS 1.455)
(a) An operator must establish procedures and instructions to be used for Low Visibility Take-Off and Category II and III operations. These procedures must be included in the Operations Manual and contain the duties of flight crew members during taxying, take-off, approach, flare, landing. roll-out and missed approach as appropriate.
(b) The commander shall satisfy himself that:
(1) The status of the visual and non-visual facilities is sufficient prior to commencing a Low Visibility Take-Off or a Category II or III approach;
(2) Appropriate LVPs are in force according to information received from Air Traffic Services. before commencing a Low Visibility Take-off or a Category II or III approach: and
(3) The flight crew members are properly qualified prior to commencing a Low Visibility Take-off in an RVR of less than 150 m (Category A, B and C aeroplanes) or 200 m (Cat D aeroplanes) or a Category II or III approach.
JAR-OPS 1.460. Low visibility operations - Minimum equipment.
(a) An operator must include in the Operations Manual the minimum equipment that has to be serviceable at the commencement of a Low Visibility Take-off or a Category II or III approach in accordance with the AFM or other approved document.
(b) The commander shall satisfy himself that the status of the aeroplane and of the relevant airborne systems is appropriate for the specific operation to be conducted.
JAR-OPS 1.465. VFR Operating minima. (See Appendix 1 to JAR-OPS 1.465)
(a) An operator shall ensure that:
(1) VFR flights are conducted in accordance with the Visual Flight Rules and in accordance with the Table in Appendix 1 to JAR-OPS 1.465.
(2) Special VFR flights are not commenced when the visibility is less than 3 km and not otherwise conducted when the visibility is less than 1.5 km.
Appendix 1 to JAR-OPS 1.430. Aerodrome Operating Minima (See IEM to Appendix 1 to JAR-OPS 1.430)
(a) Take-off Minima
(1) General
(i) Take-off minima established by the operator must be expressed as visibility or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and the aeroplane characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions (e.g. ceiling) must be specified.
(ii) The commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available.
(iii) When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off may only be commenced if the commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum.
(iv) When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum.
(2) Visual reference. The take-off minima must be selected to ensure sufficient guidance to control the aeroplane in the event of both a discontinued take-off in adverse circumstances and a continued take-off after failure of the critical power unit.
(3) Required RVR/Visibility
(i) For multi-engine aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during take-off. the aeroplane can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins, the rake-off minima established by an operator must be expressed as RVR/Visibility values not lower than those given in Table 1 below except as provided in paragraph (4) below:
Table 1 - RVR/Visibility for take-off
Take off RVR/VisibilityFacilitiesRVR/Visibility (Note 3)Nil (Day only)500 mRunway edge lighting and/or centreline marking1 250/300 m (Notes 1 & 2)Runway edge and centreline lighting200/250 m(Note 1)Runway edge and centreline lighting and multiple RVR information150/200 m (Notes 1 & 4)Note 1: The higher values apply to Category D aeroplanes.Note 2: For night operations at least runway edge and runway end lights are required.Note 3: The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment.Note 4: The required RVR value must be achieved for all of the relevant RVR reporting points with the exception given in Note 3 above.
(ii) For multi-engine aeroplanes whose performance is such that they cannot comply with the performance conditions in sub-paragraph (a)(3)(i) above in the event of a critical power unit failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided they, are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified, The take-off minima established by an operator must be based upon the height from which the one engine inoperative net take-off flight path can be constructed. The RVR minima used may not be lower than either of the values given in Table 1 above or Table 2 below.
Table 2 - Assumed engine failure height above the runway versus RVR/Visibility
Take off RVR/Visibility flight pathAssumed engine failure height above the take off runwayRVR/Visibility (Note 2)< 50 ft200 m51 -100 ft300 m101 -150 ft400 m151 - 200 ft500 m201 - 300 ft1000 m> 300 ft1500 m (Note 1)Note 1: 1500 m is also applicable if no positive take-off flight path can be constructed.Note2: The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment.(iii) When reported RVR, or meteorological visibility is not available, the commander shall not commence take-off unless he can determine that the actual conditions satisfy the applicable take-off minima.
(4) Exceptions to paragraph (a)(3)(i) above;
(i) Subject to the approval of the Authority, and provided the requirements in paragraphs (A) to (E) below have been satisfied, an operator may reduce the take-off minima to 125 m RVR (Category A, B and C aeroplanes) or 150 m RVR (Category D aeroplanes) when.
(A) Low Visibility Procedures are in force;
(B) High intensity runway centreline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation;
(C) Flight crew members have satisfactorily completed training in a simulator approved for this procedure:
(D) A 90 m visual segment is available from the cockpit at the start of the take-off run; and
(E) The required RVR value has been achieved for all of the relevant RVR reporting points.
(ii) Subject to the approval of the Authority an operator of an aeroplane using an approved lateral guidance system for take-off may reduce the take-off minima to an RVR less than 125 m (Category A, B and C aeroplanes) or 150 m (Category D aeroplanes) but not lower than75 m provided runway protection and facilities equivalent to Category III landing operations are available.
(b) Non-Precision approach
(1) System minima
(i) An operator must ensure that system minima for non-precision approach procedures. which are based upon the use of ILS without glidepath (LLZ only). VOR, NDB, SRA and VDF are not lower than the MDH values given in Table 3 below.
Table 3 - System minima for non-precision approach aids
System minimaFacilityLowest MDHILS (no glide path - LLZ)250 ftSRA (terminating at 1/2 NM)250 ftSRA (terminating at 1 NM)300 ftSRA (terminating at 2 NM)350 ftVOR300 ftVOR/DME250 ftNDB300 ftVDF (QDM and QGH)300 ft(2) Minimum Descent Height. An operator must ensure that the minimum descent height for a non-precision approach is nor lower than either:
(i) The OCH/OCL for the category of aeroplane, or
(ii) The system minimum.
(3) Visual Reference. A pilot may not continue an approach below MDA/MDH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) Elements of the approach light system:
(ii) The threshold;
(iii) The threshold markings;
(iv) The threshold lights;
(v) The threshold identification lights,
(vi) The visual glide slope indicator;
(vii) The touchdown zone or touchdown zone markings;
(viii) The touchdown zone lights;
(ix) Runway edge lights, or
(x) Other visual references accepted by the Authority.
(4) Required RVR. The lowest minima to be used by an operator for non-precision approaches are:
Table 4a - RVR for non-precision approach - full facilities
Non-precision approach minima Full facilities (Notes (1), (5), (6) and (7)MDHRVR/Aeroplane Category
ABCD250 ft-299 ft800m800 m800m1200m300 ft-449 ft900 m1000 m1000 m1400 m450 ft-649 ft1000 m1200 m1200 m1600 m650 ft and above1200 m1400 m1400 m1800 mTable 4b - RVR for non-precision approach - intermediate facilitiesNon-precision approach minima Intermediate facilities (Notes (2),(5),(6) and (7)MDHRVR/Aeroplane CategoryABCD250-299 ft1000 m1100 m1200 m1400m300-449 ft1200 m1300 m1400 m1600 m450-649 ft1400 m1500 m1600 m1800 m650 ft and above 1500m
1500 m1800m2000mTable 4c - RVR for non-precision approach - basic facilitiesNon-precision approach minima Basic facilities (Notes (3),(5),(6) and (7)MDHRVR/Aeroplane CategoryABCD250-299 ft1200m1300m1400m1600 m300-449ft1300m1400m1600m1800m450-649 ft1500m1500m1800m2000 m650 ft and above1500m1500m2000m2000mTable 4d - RVR for non-precision approach - Nil approach light facilitiesNon-precision approach minima Nil approach tight facilities (Notes (4),(5),(6) and (7)MDHRVR/Aeroplane CategoryABCD250-299 ft1000m1500m1600m1800m300-449 ft1500m1500m1800m2000m450-649ft1500m1500m2000m2000m650 ft and above1500m1500m2000m2000mNote 1: Full facilities comprise runway markings. 720 m or more of HI/MI approach lights, runway edge lights. threshold lights and runway end lights. Lights must be on.Note 2: Intermediate facilities comprise runway markings, 420-719 m of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.
Note 3: Basic facilities comprise runway markings, <420 m of HI/MI approach lights, any length of LI approach lights. runway edge lights, threshold lights and runway end Lights. Lights must be on.
Note 4: Nil approach light facilities comprise runway markings, runway edge lights. threshold lights, runway end lights or no lights at all.
Note 5: The tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4º. Greater descent slopes will usually require that visual glide slope guidance (e.g. PAPI) is also visible at the Minimum Descent Height.
Note 6: The above figures are either reported RVR or meteorological visibility converted to RVR as in sub-paragraph (h) below.
Note 7: The MDH mentioned in Table 4a, 4b, 4c and 4d refers to the initial calculation of, MDH. When selecting the associated RVR. there is no need to take account of a rounding up to the nearest ten feet. which may be done for operational purposes, e.g. conversion to MDA.
(5) Night operations. For night operations at least runway edge. threshold and runway end lights must be on.
(c) Precision approach.- Category I operations.
(1) General. A Category I operation is a precision instrument approach and landing using ILS, MLS or PAR with a decision height not lower than 200 ft and with a runway visual range not less than 550 m.
(2) Decision Height. An operator must ensure that the decision height to be used for a Category I precision approach is not lower than:
(i) The minimum decision height specified in the Aeroplane Flight ,Manual (AFM) if stated;
(ii) The minimum height to which the precision approach aid can be used without the required visual reference,
(iii) The OCH/OCL for the category of aeroplane: or
(iv) 200ft.
(3) Visual Reference. A pilot may not continue an approach below the Category I decision height, determined in accordance with sub-paragraph (c)(2) above, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) Elements of the approach light system;
(ii) The threshold,
(iii) The threshold marking
(iv) The threshold lights.
(v) The threshold identification lights;
(vi) The visual glide slept indicator;
(vii) The touchdown zone or touchdown zone markings;
(viii) The touchdown zone lights; or
(ix) Runway edge lights
(4) Required RVR. The lowest minima to be used by an operator for Category I operations are:
Table 5 - RVR for Cat I approach vs. facilities and DH
Category I minimaDecision height (Note 7)Facilities/RVR (Note 5)Full (Notes 1 and 6)Interm. (Notes 2&6)Basic (Notes3&6)Nil (Notes4&6)200 ft550m700m800m1000m201-250 ft600m700m800m1000m251-300 ft650m800m900m1200 m301 ft and above800m900m1000m1200 mNote 1: Full facilities comprise runway markings, 720 m or more of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.
Note 2: Intermediate facilities comprise runway markings. 420-719 m of HI/MI approach lights, runway edge Lights. threshold lights and runway end lights. Lights must be on.
Note 3: Basic facilities comprise runway markings, <420 m of HI/MI approach lights, any length of LI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on.
Note 4: Nil approach light facilities comprise runway markings, runway edge lights. threshold lights, runway end lights or no lights at all.
Note 5: The above figures are either the reported RVR or meteorological visibility converted to RVR in accordance with paragraph (h).
Note 6: The Table is applicable to conventional approaches with a glide slope angle up to and including 4º.
Note 7: The DH mentioned in the Table 5 refers to the initial calculation of DH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest ten feet which may be done for operational purposes. (e.g. conversion to DA).
(5) Single pilot operations. For single pilot operations, an operator must calculate the minimum RVR for all approaches in accordance with JAR-OPS 1.430 and this Appendix. An RVR of less than 800 m is not permitted except when using a suitable auto-pilot coupled to an ILS or ,LILS. in which case normal minima apply. The Decision Height applied must not be less than 1·25 x the minimum use height for the auto-pilot.
(6) Night operations . For night operations at least runway edge, threshold and runway end lights must be on.
(d) Precision approach - Category II operations
(1) General. A Category II operation is a precision instrument approach and landing using ILS or MLS with:
(i) A decision height below 200 ft but not lower than 100 ft; and
(ii) A runway visual range of not less than 300 m.
(2) Decision Height. An operator must ensure that the decision height for a Category II operation is not lower than:
(i) The minimum decision height specified in the AFM, if stated;
(ii) The minimum height to which the precision approach aid can be used without the required visual reference;
(iii) The OCH/OCL for the category of aeroplane;
(iv) The decision height to which the flight crew is authorised to operate; or
(v) 100 ft.
(3) Visual reference. A pilot may not continue an approach below the Category II decision height determined in accordance with sub-paragraph (d)(2) above unless visual reference containing a segment of at least 3 consecutive lights being the centre line of the approach lights, or touchdown zone lights, or runway centre line lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barette of the touchdown zone lighting.
(4) Required RVR. The lowest minima be used by an operator for Category II operations are:
Table 6 - RVR for Cat II approach vs. DH
Category II minimaDecision heightAuto-coupled to below DH (see Note 1)RVR/Aeroplane Category A. B and C.RVR/Aeroplane; Category D100 ft-120 ft300m300m (Note 2)/350m121 ft-140 ft400m400m141 ft and above450m450mNote 1: The reference to 'auto-coupled to below DH' in this table means continued use of the automatic flight control system down to a height which is not greater than 80% of the applicable DH. Thus airworthiness requirements may. through minimum engagement height for the automatic flight control system, affect the DH to be applied.
Note 2: 300 m may; be used for a Category D aeroplane conducting an auto-land.
(e) Precision approach - Category III operations
(1) General. Category III operations are subdivided as follows:
(i) Category III A operations. A precision instrument approach and landing using ILS or, MLS with:
(A) A decision height lower than 100 ft; and
(B) A runway visual range not less than 200 m.
(ii) Category III B operations. A precision instrument approach and landing using ILS or, MLS with:
(A) A decision height lower than 50 ft, or no decision height; and
(B) A runway visual range lower than 200 m but not less than 75 m.
(2) Decision Height. For operations in which a decision height is used, an operator must ensure that the decision height is not lower than:
(i) The minimum decision height specified in the AFM. if stated:
(ii) The minimum height to which the precision approach aid can be used without the required visual reference: or
(iii) The decision height to which the flight crew is authorised to-operate.
(3) No Decision Height Operations. Operations with no decision height may only be conducted if:
(i) The operation with no decision height is authorised in the AFM;
(ii) The approach aid and the aerodrome facilities can support operations with no decision height;
and
(iii) The operator has an approval for CAT III operations with no decision height.
Note: In the case of a CAT III runway it may be assumed that operations with no decision height can be supported unless specifically restricted as published in the AIP or NOTAM.
(4) Visual reference.
(i) For Category IIIA operations, a pilot may not continue an approach below the decision height determined in accordance with sub-paragraph (e)(2) above unless a visual reference containing a segment of at least 3 consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centre line lights. or runway edge lights, or a combination of these is attained and can be maintained,
(ii) For Category IIIB operations with a decision height a pilot may not continue an approach below the Decision Height determined, in accordance with sub-paragraph (e)(2) above, unless a visual reference containing at least one centreline light is attained and can be maintained.
(iii) For Category III operations with no decision height there is no requirement for visual contact with the runway prior to touchdown.
Required RVR. The lowest minima be used by an operator for Category III operations are :
Table 7 - RVR for Cat III approach vs. flight control systems and DH
Category III minimaFlight Control System/RVR (metres)Fail PassiveFail OperationalWithout roll-out system
With roll-out guidance or control systemApproach Category Decision Height (ft)Fail PassiveFail OperationalIII ALess than 100 ft200m (Note 1)200m200m200 mIII BLess than 50 ftNot authorisedNot authorised125m75 mIII BNo DHNot authorisedNot authorisedNot authorised75 mNote 1: For operations to actual RVR values less than 300 m,. a go-around is assumed in the event of an auto-pilot failure at or below DH.(f) Circling(1) The lowest minima to be used by an operator for circling are:
Table 8 - Visibility and MDH for circling vs. aeroplane category
Aeroplane CategoryABCDMDH400 ft500 ft600 ft700 ftMinimum meteorological visibility1500m1600m2400m3600m(2) Circling with prescribed tracks is an accepted procedure within the meaning of this paragraph.(g) Visual Approach. An operator shall not use an RVR of less than 800 m for a visual approach.(h) Conversion of Reported Meteorological Visibility to RVR
(1) An operator must ensure that a meteorological visibility to RVR conversion is not used for calculating take-off minima, Category II or III minima or when a reported RVR is available.
(2) When converting meteorological visibility to RVR in all other circumstances than those in sub-paragraph (h)(1) above, an operator must ensure that the following Table is used:
Table 9 - Conversion of visibility to RVR
Lighting elements in operationRVR= Reported Met. Visibility xDayNightHI approach and runway lighting1·52·0Any type of lighting installation other than above1·01·5No lighting1·0Not applicableAppendix 2 to JAR-OPS 1.430. (c) Aeroplane categories - All Weather Operations(a) Classification of aeroplanesThe criteria taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at threshold (VAT) which is equal to the stalling speed (VSO) multiplied by 1·3 or VSIG multiplied by 1·23 in the landing configuration at the maximum certificated landing mass. If both VSO and VS1G are available, the higher
resulting VAT shall be used. The aeroplane categories corresponding to VAT values are in the Table below:
Aeroplane CategoryVATALess than 91 ktBFrom 91 to 120 ktCFrom 121 to 140 ktDfrom 141 to 165 ktEFrom 166 to 210 ktThe landing configuration which is to be taken into consideration shall he defined by the operator or by the aeroplane manufacturer.(b) Permanent change of category (maximum landing mass)
(1) An operator may impose a permanent, lower, landing mass. and use this mass for determining the VAT if approved by the Authority.
(2) The category defined for a given aeroplane shall be a permanent value and thus independent of the changing conditions of day-to-day operations.
Appendix 1 to JAR-OPS 1.440. Low Visibility Operations - General Operating Rules
(a) General. The following procedures apply to the introduction and approval of low visibility operations .
(b) Airborne Systems Operational Demonstration. An operator must comply with the requirements prescribed in paragraph (c) below when introducing an aeroplane type which is new to the JAA into Category II or III service.
Note: for aeroplane types already used for Category II or III operations in another JAA State, the in-service proving programme in paragraph (f) applies instead.
(1) Operational reliability. The Category II and III success rate must not be less than that required by JAR-AWO.
(2) Criteria for a successful approach. An approach is regarded as successful if:
(i) The criteria are as specified in JAR-AWO or its equivalent;
(ii) No relevant aeroplane system failure occurs.
(c) Data Collection during Airborne System Demonstration - General
(1) An operator must establish a reporting system to enable checks and periodic reviews to be made during the operational evaluation period before the operator is authorised to conduct Category II or III operations. The reporting system must cover all successful and unsuccessful approaches, with reasons for the latter, and include a record of system component failures. This reporting system must be based upon flight crew reports and automatic recording as prescribed in paragraphs (d) and (e) below.
(2) The recording of approaches may be made during normal line flights or during other flights performed by the operator.
(d) Data Collection during Airborne System Demonstration - Operations with DH not less than 50ft
(1) For operations with DH not less than 50 ft, data must be recorded and evaluated by the operator and evaluated by the Authority when necessary.
(2) It is sufficient for the following data to be recorded by the flight crew:
(i) Aerodrome and runway used:
(ii) Weather conditions;
(iii) Time:
(iv) Reason for failure leading to an aborted approach;
(v) Adequacy of speed control;
(vi) Trim at time of automatic flight control system disengagement;
(vii) Compatibility of automatic flight control system, flight director and raw data;
(viii) An indication of the position of the aeroplane relative to the ILS centreline when descending through 30 m (100 ft); and
(ix) Touchdown position.
(3) The number of approaches, as approved by the Authority. made during the initial evaluation must be sufficient to demonstrate that the performance of the system in actual airline service is such that a 90 % confidence and a 95 % approach success will result.
(e) Data Collection during Airborne System Demonstration - Operations with DH less than 50 ft or no DH
(1) For operations with DH less than 50 ft or no DH, a flight data recorder, or other equipment giving the appropriate information, must be used in addition to the flight crew reports to confirm that the system performs as designed in actual airline service. The following data is required:
(i) Distribution of ILS deviations at 30 m (100 ft), at touchdown and, if appropriate, at disconnection of the roll-out control system and the maximum values of the deviations between those points; and
(ii) Sink rate at touchdown.
(2) Any landing irregularity must fully investigated using all available data determine its cause.
(f) In-service proving
Note: An operator fulfilling the requirements of sub-paragraph (b) above will be deemed to have satisfied the in service proving requirements contained in this paragraph.
(i) The system must demonstrate reliability and performance in line operations consistent with the operational concepts. A sufficient number of successful landings, as determined by the Authority, must be accomplished in line operations, including training flights, using the auto-land and roll-out system installed in each aeroplane type.
(ii) The demonstration must be accomplished using a Category II or Category III ILS. However, if the operator chooses to do so, demonstrations may be made on other ILS facilities if sufficient data is recorded to determine the cause of unsatisfactory performance.
(iii) If an operator has different variants of the same type of aeroplane utilising the same basic flight control and display systems or different basic flight control and display systems on the same type of aeroplane, the operator shall show that the variants comply with the basic system performance criteria, but the operator need not conduct a full demonstration for each operational variant.
(iv) Where an operator introduces an aeroplane type which has already been approved by the Authority of any JAA State for Category II and/or III operations a reduced proving programme may be approved.
(g) Continuous Monitoring
(1) After obtaining the initial authorisation, the operations must be continuously monitored by the operator to detect any undesirable trends before they become hazardous. Flight crew reports may be used to achieve this.
(2) The following information must be retained for a period of 12 months:
(i) The total number of approaches, by aeroplane type, where the airborne Category II or III equipment was utilised to make satisfactory. actual or practice, approaches to the applicable Category II or III minima. and
(ii) Reports of unsatisfactory approaches and/or automatic landings, by aerodrome and aeroplane registration, in the following categories:
(A) Airborne equipment faults;
(B) Ground facility difficulties;
(C) ,Missed approaches because of ATC instructions; or
(D) Other reasons.
(3) An operator must establish a procedure to monitor the performance of the automatic landing system of each aeroplane.
(h) Transitional periods
(1) Operators with no previous Category II or III experience
(i) An operator without previous Category II or III operational experience may be approved for Category II or IIIA operations, having gained a minimum experience of 6 months of Category I operations on the aeroplane type.
(ii) On completing 6 months of Category II or IIIA operations on the aeroplane type the operator may be approved for Category IIIB operations. When granting such an approval. the Authority may impose higher minima than the lowest applicable for an additional period. The increase in minima will normally only refer to RVR and/or a restriction against operations with no decision height and must be selected such that they will not require any change of the operational procedures.
(2) Operators with previous Category; II or III experience. An operator with previous Category II or III experience may obtain authorisation for a reduced transition period by application to the Authority.
(i) Maintenance of Category II, Category III and LVTO equipment. Maintenance instructions for the on-board guidance systems must be established by the operator, in liaison with the manufacturer, and included in the operator's aeroplane maintenance programme prescribed in JAR-OPS 1.910 which must be approved by the Authority.
Appendix 1 to JAR-OPS 1.450. Low Visibility Operations - Training & Qualifications
(a) General. An operator must ensure that flight crew member training programmes for Low Visibility Operations include structured courses of ground, simulator and/or flight training The operator may abbreviate the course content as prescribed by sub-paragraphs (2) and (3) below provided the content of the abbreviated course is acceptable to the authority.
(1) Flight crew members with no Category II or Category III experience must complete the full training programme prescribed in sub-paragraphs (b), (c) and (d) below.
(2) Flight crew members with Category II or Category III experience with another JAA operator may undertake an abbreviated ground training course.
(3) Flight crew members with Category II or Category III experience with the operator may undertake an abbreviated ground, simulator and/or flight training course. The abbreviated course is to include at least the requirements of sub-paragraphs (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i).
(b) Ground Training. An operator must ensure that the initial ground training course for Low Visibility Operations covers at least:
(1) The characteristics and limitations of the ILS and/or MLS;
(2) The characteristics of the visual aids;
(3) The characteristics of fog;
(4) The operational capabilities and limitations of the particular airborne system;
(5) The effects of precipitation, ice accretion. low level wind shear and turbulence;
(6) The effect of specific aeroplane malfunctions;
(7) The use and limitations of RVR assessment systems:
(8) The principles of obstacle clearance requirements;
(9) 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 400 m or less and any additional procedures required for take-off in conditions below 150 m (200 m for Category D aeroplanes);
(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 systems
(12) The importance and significance of Alert Height if applicable and the action in the event of any failure above and below the Alert Height:
(13) The qualification requirements for pilots to obtain and retain approval to conduct Low Visibility Take-offs and Category II or III operations; and
(14) The importance of correct seating and eye position.
(c) Simulator training and/or flight training
(1) An operator must ensure that simulator and/or flight training for Low Visibility Operations includes:
(i) Checks of satisfactory functioning of equipment, both on the ground and in flight;
(ii) Effect on minima caused by changes in the status of ground installations;
(iii) Monitoring of automatic flight control systems and auto-land status annunciators with emphasis on the action to be taken in the event of failures of such systems;
(iv) Actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems
(v) The effect of known unserviceabilities and use of minimum equipment lists:
(vi) Operating limitations resulting from airworthiness certification;
(vii) Guidance on the visual cues required at decision height together with information on maximum deviation allowed from glidepath or localiser; and
(viii) The importance and significance of Alert Height if applicable and the action in the event of any failure above and below the Alert Height.
(2) An operator must ensure that each flight crew member is trained to carry our his duties and instructed on the coordination required with other crew members. Maximum use should be made of suitably equipped flight simulators for this purpose.
(3) Training must be divided into phases covering normal operation with no aeroplane or equipment failures but including all weather conditions which may be encountered and detailed scenarios of aeroplane and equipment failure which could affect Category II or III operations. If the aeroplane system involves the use of hybrid or other special systems (such as head up displays or enhanced vision equipment) then flight crew members must practise the use of these systems in normal and abnormal modes during the simulator phase of training.
(4) Incapacitation Procedures appropriate to Low Visibility Take-offs and Category II and III operations shall be practised.
(5) For aeroplanes with no type specific simulator, operators must ensure that the flight training phase specific to the visual scenarios of Category II operations is conducted in a simulator approved for that purpose by the Authority. Such training must include a minimum of 4 approaches. The training and procedures that are type specific shall be practised in the aeroplane.
(6) Category II and III training shall include at least the following exercises:
(i) Approach using the appropriate flight guidance, auto-pilots and control systems installed in the aeroplane, to the appropriate decision height and to include transition to visual flight and landing;
(ii) Approach with all engines operating using the appropriate flight guidance systems, auto-pilots and control systems installed in the aeroplane down to the appropriate decision height followed by missed approach; all without external visual reference;
(iii) Where appropriate, approaches utilising automatic flight systems to provide automatic flare, landing and roll-out, and
(iv) Normal operation of the applicable system both with and without acquisition of visual cues at decision height.
(7) Subsequent phases of training must include at least:
(i) Approaches with engine failure at various stages on the approach:
(ii) Approaches with critical equipment failures (e.g. electrical systems, auto-flight systems, ground and/or airborne ILS/MLS systems and status monitors);
(iii) Approaches where failures of auto-flight equipment at low level require either;
(A) Reversion to manual flight to control flare, landing and roll out or missed approach; or
(B) Reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below decision height including those which may result in a touchdown on the runway
(iv) Failures of the systems which will result in excessive localiser and/or glideslope deviation. both above and below decision height, in the minimum visual conditions authorised for the operation. In addition, a continuation to a manual landing must. be practised if a head-up display forms a downgraded mode of the automatic system or the head-up display forms the only flare mode; and
(v) Failures and procedures specific to aeroplane type or variant.
(8) The training programme must provide practice in handling faults which require a reversion to higher minima.
(9) The training programme must include the handling of the aeroplane when, during a fail passive Category III approach. the fault causes the auto-pilot to disconnect at or below decision height when the last reported RVR is 300 m or less.
(10) Where take-offs are conducted in RVRs of 400 m and below, training must be established to cover systems failures and engine failure resulting in continued as well as rejected take-offs.
(d) Conversion Training Requirements to conduct Low Visibility Take-off and Category II and III Operations. An operator shall ensure that each flight crew member completes the following Low Visibility Procedures training if converting to a new type or variant of aeroplane in which Low Visibility Take-off and Category II and III Operations will be conducted. The flight crew member experience requirements to undertake an abbreviated course are prescribed in sub-paragraphs (a)(2) and (a)(3), above:
(1) Ground Training. The appropriate requirements prescribed in sub-paragraph (b) above, taking into account the flight crew member's Category II and Category III training and experience.
(2) Simulator Training and/or Flight training.
(i) A minimum of 8 approaches and/or landings in a simulator approved for the purpose.
(ii) Where no type-specific simulator is available, a minimum of 3 approaches including at least 1 go-around is required on the aeroplane.
(iii) Appropriate additional training if any special equipment is required such as head-up displays or enhanced vision equipment.
(3) Flight Crew Qualification The flight crew qualification requirements are specific to the operator and the type of aeroplane operated.
(i) The operator must ensure that each flight crew member completes a check before conducting Category II or III operations.
(ii) The check prescribed in sub-paragraph (i) above may be replaced by successful completion of the simulator and/or flight training prescribed in sub-paragraph (d)(2) above.
(4) Line Flying under Supervision An operator must ensure that each flight crew member undergoes the following line flying under supervision:
(i) For Category II when a manual landing is required. a minimum of 3 landings from auto-pilot disconnect;
(ii) For Category III, a minimum of 3 autolands except that only 1 autoland is required when the training required in sub-paragraph (d)(2) above has been carried out in a full flight simulator usable for zero flight time training
(e) Type and command experience. The following additional requirements are applicable to commanders who are new to the aeroplane type:
(1) 50 hours or 20 sectors as pilot-in-command on the type before performing any Category II or Category III operation. and
(2) 100 hours or 40 sectors as pilot-in-command on the type. 100 m must be added to the applicable Category II or Category III RVR minima unless he has been previously qualified for Category II or III operations with a JAA operator.
(3) The Authority may authorise reduction in the above command experience requirements for flight crew members who have Category II or Category III command experience.
(f) Low Visibility Take-Off with RVR less than 150/200 m
(1) An operator must ensure that prior to authorisation to conduct take-offs in RVRs below 150 m (below 200 m for Category D aeroplanes) the following training is carried out:
(i) Normal take-off in minimum authorised RVR conditions;
(ii) Take-off in minimum authorised RVR conditions with an engine failure between V1 and V2, or as soon as safety considerations permit; and
(iii) Take-off in minimum authorised RVR conditions with an engine failure before V1 resulting in a rejected take-off.
(2) An operator must ensure that the training required by sub-paragraph (1)above is carried out in an approved simulator. This training must include the use of any special procedures and equipment. Where no approved simulator exists. the Authority may approve such training in an aeroplane without the requirement for minimum RVR conditions. (See Appendix 1 to JAR-OPS 1.965.)
(3) An operator must ensure that a flight crew member has completed a check before conducting low visibility take-offs in RVRs of less than 150 m (less than 200 m for Category D aeroplanes) if applicable, The check may only be replaced by successful completion of the simulator and/or flight training prescribed in sub-paragraph (f)(1) on initial conversion to an aeroplane type.
(g) Recurrent Training and Checking - Low Visibility Operations
(1) An operator must ensure that, in conjunction with the normal recurrent training and operator proficiency checks, a pilot's knowledge and ability to perform the tasks associated with the particular category of operation, including LVTO, for which he is authorised is checked. 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 and at least one low visibility take off to the lowest applicable minima. The period of validity for this check is 6 months including the remainder of the month of issue.
(2) For Category III operations an operator must use a flight simulator approved for Category III training
(3) An operator must ensure that, for Category III operations on aeroplanes with a fail passive flight control system. a missed approach is completed at least once every 18 months as the result of an auto-pilot failure at or below decision height when the last reported RVR was 300 m or less.
(4) The Authority may authorise recurrent training for Category II operations in an aeroplane type where no approved simulator is available.
(h) LVTO and Category II/III Recency Requirements
(1) An operator must ensure that, in order for pilots to maintain a Category II and Category III qualification, they have conducted a minimum of 3 approaches and landings using approved Category II/III procedures during the previous six month period. at least one of which must be conducted in the aeroplane.
(2) Recency for LVTO is maintained by retaining the Category II or III qualification prescribed in sub-paragraph (h)(l) above.
(3) An operator may not substitute this recency requirement for recurrent training.
Appendix 1 to JAR-OPS 1.455 Low Visibility Operations - Operating procedures
(a) General. Low Visibility Operations include:
(1) Manual take-off (with or without electronic guidance systems);
(2) Auto-coupled approach to below DH, with manual flare, landing and roll-out,
(3) Auto-coupled approach followed by auto-flare, autolanding and manual roll-out; and
(4) Auto-coupled approach followed by auto-flare, autolanding and auto-roll-out,
when the applicable RVR is less than 400 m.
Note 1: A hybrid system may be used with any of these modes of operations.
Note 2: Other forms of guidance systems or displays may be certificated and approved.
(b) Procedures and Operating Instructions
(1) The precise nature and scope of procedures and instructions given depend upon the airborne equipment used and the flight deck procedures followed. An operator must clearly define flight crew member duties during take-off, approach, flare, roll-out and missed approach in the Operations Manual. Particular emphasis must be placed on flight crew responsibilities during transition from non-visual conditions to visual conditions, and on the procedures to be used in deteriorating visibility or when failures occur. Special attention must be paid to the distribution of flight deck duties so as to ensure that the workload of the pilot making the decision to land or execute a missed approach enables him to devote himself to supervision and the decision making process.
(2) An operator must specify the detailed operating procedures and instructions in the Operations Manual. The instructions must be compatible with the limitations and mandatory procedures contained in the Aeroplane Flight Manual and cover the following items in particular:
(i) Checks for the satisfactory functioning of the aeroplane equipment, both before departure and in flight;
(ii) Effect on minima caused by changes in the status of the ground installations and airborne equipment;
(iii) Procedures for the take-off, approach, flare, landing, roll-out and missed approach;
(iv) Procedures to be followed in the event of failures, warnings and other non-normal situations;
(v) The minimum visual reference required;
(vi) The importance of correct seating and eye position;
(vii) Action which may be necessary arising from a deterioration of the visual reference;
(viii) Allocation of crew duties in the carrying out of the procedures according to sub-paragraphs (i) to (iv) and (vi) above, to allow the Commander to devote himself mainly to supervision and decision making:
(ix) The requirement for all height calls below 200 ft to be based on the radio altimeter and for one pilot to continue to monitor the aeroplane instruments until the landing is completed;
(x) The requirement for the Localiser Sensitive Area to be protected;
(xi) The use of information relating to wind velocity, windshear, turbulence, runway contamination and use of multiple RVR assessments;
(xii) Procedures to be used for practice approaches and landing on runways at which the full Category II or Category III aerodrome procedures are not in force;
(xiii) Operating limitations resulting from airworthiness certification; and
(xiv) Information on the maximum deviation allowed from the ILS glide path and/or localiser.
Appendix 1 to JAR-OPS 1.465 Minimum Visibilities for VFR Operations
Airspace classB C D E FGABOVE 900 m (3000 ft) AMSL or above 300 m (1000 ft) above terrain, whichever is the higherAt and below 900 m(3000 ft) AMSL or 300 m(1000 ft) above terrain whichever is the higherDistance from cloudClear of cloud 1500 m horizontally300 m (1000 ft) verticallyClear of cloud and in sight of the surfaceFlight visibility8 km at and above 3050 m (10 000 ft) AMSL (Note 1)5 km below 3050 m (10 000 ft) AMSL5 km (Note 2)Note 1 When the height of the transition altitude is lower than 3050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000ft.Note 2 Cat A and B aeroplanes may be operated in flight visibilities down to 3000 m, provided the appropriate ATS authority permits use of a flight visibility less than 5 km, and the circumstances are such, that the probability of encounters with other traffic is low, and the IAS is 140 kt or less.
JAR-OPS 1.470 Applicability.
(a) An operator shall ensure that multi-engine aeroplanes powered by turbopropeller engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5700 kg, and all multi-engine turbojet powered aeroplanes are operated in accordance with Subpart G (Performance Class A).
(b) An operator shall ensure that propeller driven aeroplanes with a maximum approved passenger seating configuration of 9 or less and a maximum take-off mass of 5700 kg or less are operated in accordance with Subpart H (Performance Class B).
(c) An operator shall ensure that aeroplanes powered by reciprocating engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5700 kg are operated in accordance with Subpart I (Performance Class C).
(d) Where full compliance with the requirements of the appropriate Subpart cannot be shown due to specific design characteristics (e.g. supersonic aeroplanes or seaplanes), the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate Subpart.
(e) Multi-engine aeroplanes powered by turbopropelIer engines with a maximum approved passenger seating configuration of more than 9 and with a maximum take-off mass of 5700 kg or less may be permitted by the Authority to operate under alternative operating limitations to those of Performance Class A which shall not be less restrictive than those of the relevant requirements of Subpart H:
(f) The provisions of subparagraph (e) above will expire on 1 April 2000.
JAR-OPS 1.475. General
(a) An operator shall ensure that the mass of the aeroplane:
At the start of the take-off;
or. in the event of in-flight replanning
(2) At the point from which the revised operational flight plan applies,
is not greater than the mass at which the requirements of the appropriate Subpart can be complied with for the flight to be undertaken, allowing for expected reductions in mass as the flight proceeds. and for such fuel jettisoning as is provided for in the particular requirement.
(b) An operator shall ensure that the approved performance Data contained in the Aeroplane Flight Manual is used to determine compliance with the requirements of the appropriate Subpart, supplemented as necessary with Other data acceptable to the Authority as prescribed in the relevant Subpart. When applying the factors prescribed in the appropriate Subpart, account may be taken of any operational factors already incorporated in the Aeroplane Flight Manual performance data to avoid double application of factors.
(c) When showing compliance with the requirements of the appropriate Subpart, due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems which have an adverse effect on performance.
(d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry.
JAR-OPS 1.480. Terminology
(a) Terms used in Subparts F, G, H, I and J, and not defined in JAR-1, have the following meaning:
(1) Accelerate-stop distance available (ASDA). The length of the take-off run available plus the length of stopway, if such stopway is declared available by the appropriate Authority and is capable of bearing the mass of the aeroplane under the prevailing operating conditions .
(2) Contaminated runway. A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following:
(i) Surface water more than 3 mm (0·125 in) deep, or by slush, or-loose snow, equivalent to more than 3 mm (0·125 in) of water;
(ii) Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or
(iii) Ice, including wet ice.
(3) Damp run way. A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance.
(4) Dry runway. A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain 'effectively dry' braking action even when moisture is present.
(5) Landing distance available (LDA). The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane landing.
(6) Maximum approved passenger seating configuration. The maximum passenger seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats and cabin crew seats as applicable, used by the operator, approved by the Authority and specified in the Operations Manual.
(7) Take-off distance available (TODA). The length of the take-off run available plus the length of the clearway available.
(8) Take-off mass. The take-off mass of the aeroplane shall be taken to be its mass, including everything and everyone carried at the commencement of the take-off run.
(9) Take-off run available (TORA). The length of runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane taking off.
(10) Wet runway. A runway is considered wet when the runway surface is covered with water, or equivalent, less than specified in sub-paragraph (a)(2) above or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.
(b) The terms 'accelerate-stop distance', 'take-off distance', 'take-off run", 'net take-off flight path', 'one engine inoperative en-route net flight path' and 'two engines inoperative en-route net flight path' as relating to the aeroplane have their meanings defined in the airworthiness requirements under which the aeroplane was certificated, or as specified by the Authority if it finds that definition inadequate for showing compliance with the performance operating limitations.
JAR-OPS 1.485. General
(a) An operator shall ensure that, for determining compliance with the requirements of this Subpart. the approved performance data in the Aeroplane Flight ,Manual is supplemented as necessary with other data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is insufficient in respect of items such as:
(1) Accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and
(2) Consideration of engine failure in all flight phases.
(b) An operator shall ensure that, for the wet and contaminated runway case, performance data determined in accordance with JAR 25X1591 or equivalent acceptable to the Authority is used. (See IEM OPS 1.485(b).)
JAR-OPS 1.490. Take-off
(a) An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made.
(b) An operator must meet the following requirements when determining the maximum permitted take-off mass:
(1) The accelerate-stop distance must not exceed the accelerate-stop distance available;
(2) The take-off distance must not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available;
(3) The take-off run must not exceed the take-off run available;
(4) Compliance with this paragraph must be shown using a single value of V1 for the rejected and continued take-off ; and
(5) On a wet: or contaminated runway, the take-off mass must not exceed that permitted for a take-off on a dry runway under the same conditions.
(c) When showing compliance with sub-paragraph (b) above. an operator must take account of the following:
(1) The pressure altitude at the aerodrome ;
(2) The ambient temperature at the aerodrome; and
(3) The runway surface condition and the type of runway surface (see IEM OPS 1.490(c)(3)) ;
(4) The runway slept in the direction of take-off ;
(5) Not more than 50% of the reported head-wind component or nor less than 150% of the reported tailwind component, and
(6) The loss, if any. of runway length due to alignment of the aeroplane prior to take-off.
JAR-OPS 1.495. Take-off obstacle clearance
(a) An operator shall ensure that the net take-off flight path clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0125 x D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available. (See IEM OPS 1.495(a).)
(b) When showing compliance with sub-paragraph (a) above. an operator must take account of the following:
(1) The mass of the aeroplane at the commencement of the take-off run;
(2) The pressure altitude at the aerodrome;
(3) The ambient temperature at the aerodrome: and
(4) Not more than 50% of the reported head-wind component or not less than 150% of the reported tailwind component.
(c) When showing compliance with sub-paragraph (a) above:
(1) Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the take-off run available. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15º. Above 300 ft height bank angles greater than 15º ,but not more than 25º may be scheduled;
(2) Any part of the net take-off flight path in which the aeroplane is banked by more than 15º must clear all obstacles within the horizontal distances specified in sub-paragraphs (a), (d) and (e) of this paragraph by a vertical distance of at least 50 ft; and
(3) Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. (See AMC OPS 1.495(c)(3).)
(d) When showing compliance with sub-paragraph (a) above for those cases where the intended flight path does not require track changes of more than 15", an operator need not consider those obstacles which have a lateral distance greater than:
(1) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(2) 600 m, for flights under all other conditions.
(e When showing compliance with sub-paragraph (a) above for those cases where the intended flight path does require track changes of more than 15º.an operator need not consider those obstacles which have a lateral distance greater than:
(1) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(2) 900 m for flights under all other conditions.
An operator shall establish contingency procedures to satisfy the requirements of JAR-OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of JAR-OPS 1.500. or land at either the aerodrome of departure or at a take-off alternate aerodrome.
JAR-OPS 1.500. En-route - One Engine inoperative (See AMC OPS 1.500)
(a) An operator shall ensure that the one engine en-route net flight path data shown in the Aeroplane Flight Manual, appropriate to the meteorological conditions expected for the flight. complies with either sub-paragraph (b) or (c) at all points along the route. The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path must be taken into account.
(b) The gradient of net flight path must be positive at at least 1000 ft above all terrain and obstructions along the route within 9-3 km (5 nm) on either side of the intended track.
(c) The net flight path must permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with JAR-OPS 1.515 or 1.520 as appropriate, the net flight path clearing vertically, by at least 2000 ft, all terrain and obstructions along the route within 9·3 km (5 nm) on either side of the intended track in accordance with sub-paragraphs(1) to (4) below:
(1) The engine is assumed to fail at the most critical point along the route;
(2) Account is taken of the effects of winds on the flight path;
(3) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used; and
(4) The aerodrome where the aeroplane is assumed to land after engine failure must meet the following criteria:
(i) The performance requirements at the expected landing mass are met: and
(ii) Weather reports or forecasts. or any combination thereof, and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing
When showing compliance with JAR-OPS 1.500, an operator must increase the width margins of subparagraphs (b) and (c) above to 18·5 km (10 nm) if the navigational accuracy does not meet the 95% containment level.
JAR-OPS 1.505. En-route - Aeroplanes With Three Or More-Engines, Two Engines Inoperative
(a) An operator shall ensure that at no point along the intended track will an aeroplane having three or more engines be more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with sub-paragraphs (b) to (f) below .
(b) The two engines inoperative en-route net flight path data must permit the aeroplane to continue the flight, in the expected meteorological conditions. from the point where two engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The net flight path must clear vertically, by at least 2000 ft all terrain and obstructions along the route within 9·3 km (5 nm) on either side of the intended track.. At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data must be taken into account. If the navigational accuracy does not meet the 95% containment level, an operator must increase the width margin given above to 18·5 km (10 nm).
(c) The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met.
(d) The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines.
(e) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used.
(f) The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at least 1500 ft directly over the landing area and thereafter to fly level for 15 minutes.
JAR-OPS 1.510. Landing - Destination And Alternate Aerodromes (See AMC OPS 1.510 and 1.515)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.
(b) For instrument approaches with decision heights below 200 ft. an operator must verify that the approach mass of the aeroplane, taking into account the take-off mass and the fuel expected to be consumed in flight allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2.5%, or the published gradient, whichever is the greater. The use of an alternative method must be approved by the Authority. (See IEM OPS 1.510(b).)
JAR-OPS 1.515. Landing - Dry Runways (See AMC OPS 1.510 and 1.515)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold:
(1) Within 60% of the landing distance available at the destination aerodrome and at any alternate aerodrome for turbojet powered aeroplanes; or
(2) Within 70% of the landing distance available at the destination aerodrome and at any alternate aerodrome for turbo-propeller powered aeroplane, except that;
(3) For Steep Approach procedures the Authority may approve the use of landing distance Data factored in accordance with sub-paragraphs (a)(l) and (a)(2) above as appropriate. based on a screen height of less than 50 ft. but not less than 35 ft. (See Appendix 1 to JAR-OPS 1.515(a)(3).)
(b) When showing compliance with sub-paragraph (a) above, an operator must take account of the following:
(1) The altitude at the aerodrome;
(2) Not more than 50% of the head-wind component or nor less than 150% of the tailwind component; and
(3) The runway slope in the direction of landing if greater than +/-2%
(c) When showing compliance with sub-paragraph (a) above, it must be assumed that:
(1) The aeroplane will land on the most favourable runway, in still air; and
(2) The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. (See IEM OPS 1.515(c).)
(d) If an operator is unable to comply with sub-paragraph (c)(l) above for a destination aerodrome having a single runway where a landing depends upon a specified wind component, an aeroplane may be despatched if 2 alternate aerodromes are designated which permit full compliance with sub-paragraphs (a), (b) and (c). Before commencing an approach to land at the destination aerodrome the commander must satisfy himself that a landing can be made in full compliance with JAR-OPS 1.510 and sub-paragraphs (a) and (b) above .
(e) If an operator is unable to comply with sub-paragraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with sub-paragraphs (a), (b) and (c).
JAR-OPS 1.520. Landing - Wet and contaminated runways
(a) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is at least 115% of the required landing distance, determined in accordance with JAR-OPS 1.515.
(b) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof. indicate that the runway at the estimated time of arrival may be contaminated, the landing distance available must be at least the landing distance determined in accordance with sub-paragraph (a) above or at least 115% of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, accepted by the Authority, whichever is greater.
(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a) above, but not less than that required by JAR-OPS 1.515(a), may; be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.
(d) A landing distance on a specially prepared contaminated runway shorter than that required by sub-paragraph (b) above, but not less than that required by JAR-OPS 1515(a). may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on contaminated runways.
(e) When showing compliance with sub-paragraphs (b). (c) and (d) above. the criteria of JAR-OPS 1.515 shall be applied accordingly except that JAR-OPS 1.515(a)(l) and (2) shall not be applied to sub-paragraph (b) above.
Appendix 1 to JAR-OPS 1.515.(a)(3) Steep Approach Procedures
(a) The Authority may approve the application of Steep Approach procedures using glide-slope angles of 4-5" or more and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met.
(1) The Aeroplane Flight Manual must state the maximum approved glide-slope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;
(2) A suitable glide-path reference system comprising at least a visual glide-path indicating system must be available at each aerodrome at which steep approach procedures are to be conducted; and
(3) Weather minima must be specified and approved for each runway to be used with a steep approach. Consideration must be given to the following:
(i) The obstacle situation;
(ii) The type of glide-path reference and runway guidance such as visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB,
(iii) The minimum visual reference to be required at DH and MDA;
(iv) Available airborne equipment;
(v) Pilot qualification and special aerodrome familiarisation;
(vi) Aeroplane Flight Manual limitations and procedures; and
(vii) Missed approach criteria.
JAR-OPS 1.525. General.
(a) An operator shall not operate a single-engine aeroplane:
(1) At night; or
(2) In Instrument Meteorological Conditions except under Special Visual Flight Rules.
Note: Limitations on the operation of single-engine aeroplanes are covered by JAR-OPS 1.240(a)(6).
(b) An operator shall treat two-engine aeroplanes which do not meet the climb requirements of Appendix 1 to JAR-OPS 1.525(b) as single-engine aeroplanes.
JAR-OPS 1.530. Take-off.
(a) An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made.
(b) An operator shall ensure that the unfactored take-off distance, as specified in the Aeroplane Flight Manual does not exceed:
(1) When multiplied by a factor of 1.25, the take-off run available; or
(2) When stopway and/or clearway is available, the following:
(i) The take-off run available;
(ii) When multiplied by a factor of 1.15, the take-off distance available; and
(iii) When multiplied by a factor of 1.3, the accelerate-stop distance available.
(c) When showing compliance with sub-paragraph (b) above, an operator shall take account of the following:
(1) The mass of the aeroplane at the commencement of the take-off run;
(2) The pressure altitude at the aerodrome;
(3) The ambient temperature at the aerodrome;
(4) The runway surface condition and the type of runway surface (see AMC OPS 1.530(c)(4) & IEM OPS 1.530(c)(4));
(5) The runway slope in the direction of take-off (see AMC OPS 1.530(c)(5)); and
(6) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.
JAR-OPS 1.535.Take-off Obstacle Clearance - Multi-Engined Aeroplanes. (See IEM OPS 1.535)
(a) An operator shall ensure that the take-off flight path of aeroplanes with two or more engines, determined in accordance with this sub-paragraph, clears all obstacles by a vertical margin of at least 50 ft, or by a horizontal distance of at least 90 m plus 0.125 x D, where D is the horizontal distance travelled by the aeroplane from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available except as provided in sub-paragraphs (b) and (c) below. When showing compliance with this sub-paragraph (see AMC OPS 1.535(a) & IEM OPS 1.535(a)) it must be assumed that:
(1) The take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by JAR-OPS 1.530(b) and ends at a height of 1500 ft above the surface;
(2) The aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and that thereafter the angle of bank does not exceed 15°;
(3) Failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;
(4) The gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engine gradient during climb and transition to the en-route configuration, multiplied by a factor of 0.77; and
(5) The gradient of the take-off flight path from the height reached in accordance with sub-paragraph (4) above to the end of the take-off flight path is equal to the one engine inoperative en-route climb gradient shown in the Aeroplane Flight Manual.
(b) When showing compliance with sub-paragraph (a) above for those cases where the intended flight path does not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
(1) 300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy (see Appendix 1 to JAR - OPS 1.535(b)(1) & (c)(1)); or
(2) 600 m, for flights under all other conditions.
(c) When showing compliance with sub-paragraph (a) above for those cases where the intended flight path requires track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
(1) 600 m for flights under conditions allowing visual course guidance navigation (see Appendix 1 to JAR-OPS 1.535(b)(1) & (c)(1));
(2) 900 m for flights under all other conditions.
(d) When showing compliance with sub-paragraphs (a), (b) and (c) above, an operator must take account of the following:
(1) The mass of the aeroplane at the commencement of the take-off run;
(2) The pressure altitude at the aerodrome;
(3) The ambient temperature at the aerodrome; and
(4) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.
JAR-OPS 1.540. En-Route - Multi-engined aeroplanes. (See IEM OPS 1.540)
(a) An operator shall ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, is capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the Operations Manual to a point 1000 ft above an aerodrome at which the performance requirements can be met.
(b) When showing compliance with sub-paragraph (a) above:
(1) The aeroplane must not be assumed to be flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified; and
(2) The assumed en-route gradient with one engine inoperative shall be the gross gradient of descent or climb, as appropriate, respectively increased by a gradient of 0.5%, or decreased by a gradient of 0.5%.
JAR-OPS 1.542. En-Route - Single-engine aeroplanes. (See IEM OPS 1.542)
(a) An operator shall ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of engine failure, is capable of reaching a place at which a safe forced landing can be made. For landplanes, a place on land is required, unless otherwise approved by the Authority.
(b) When showing compliance with sub-paragraph (a) above:
(1) The aeroplane must not be assumed to be flying, with the engine operating within the maximum continuous power conditions specified, at an altitude exceeding that at which the rate of climb equals 300 ft per minute; and
(2) The assumed en-route gradient shall be the gross gradient of descent increased by a gradient of 0.5%.
JAR-OPS 1.545. Landing - Destination and Alternate Aerodromes. (See AMC OPS 1.545 & 1.550)
An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.
JAR-OPS 1.550. Landing - Dry runway. (See AMC OPS 1.545 & 1.550)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70% of the landing distance available at the destination aerodrome and at any alternate aerodrome. The Authority may approve the use of landing distance data factored in accordance with this paragraph and based on a screen height of less than 50 ft, but not less than 35 ft, for Steep Approach and Short Landing procedures. (See Appendix 1 to JAR-OPS 1.550(a).)
(b) When showing compliance with sub-paragraph (a) above, an operator shall take account of the following:
(1) The altitude at the aerodrome;
(2) Not more than 50% of the head-wind component or not less than 150% of the tail-wind component.
(3) The runway surface condition and the type of runway surface (see AMC OPS 1.550(b)(3)); and
(4) The runway slope in the direction of landing (see AMC OPS 1.550(b)(4));
(c) For despatching an aeroplane in accordance with sub-paragraph (a) above, it must be assumed that:
(1) The aeroplane will land on the most favourable runway, in still air; and
(2) The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. (See IEM OPS 1.550(c).)
(d) If an operator is unable to comply with sub-paragraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with sub-paragraphs (a), (b) and (c) above.
JAR-OPS 1.555. Landing-Wet and Contaminated Runways
(a) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance, determined in accordance with JAR - OPS 1.550, multiplied by a factor of 1.15.
(b) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance, determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available.
(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a) above, but not less than that required by JAR - OPS 1.550(a), may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.
Appendix 1 to JAR-OPS 1.525(b)
General - Take-off and Landing Climb
The requirements of this Appendix are based on JAR-23.63(c)(1) and JAR-23.63(c)(2), effective 11 March 1994.
(a) Take-off Climb
(1) All Engines Operating
(i) The steady gradient of climb after take-off must be at least 4% with:
(A) Take-off power on each engine;
(B) The landing gear extended except that if the landing gear can be retracted in not more than 7 seconds, it may be assumed to be retracted;
(C) The wing flaps in the take-off position(s); and
(D) A climb speed not less than the greater of 1.1 VMC and 1.2 VS1.
(2) One Engine Inoperative
(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface must be measurably positive with:
(A) The critical engine inoperative and its propeller in the minimum drag position;
(B) The remaining engine at take-off power;
(C) The landing gear retracted;
(D) The wing flaps in the take-off position(s); and
(E) A climb speed equal to that achieved at 50 ft.
(ii) The steady gradient of climb must be not less than 0.75% at an altitude of 1500 ft above the take-off surface with:
(A) The critical engine inoperative and its propeller in the minimum drag position;
(B) The remaining engine at not more than maximum continuous power;
(C) The landing gear retracted;
(D) The wing flaps retracted; and
(E) A climb speed not less than 1.2 VS1.
(b) Landing Climb
(1) All Engines Operating
(i) The steady gradient of climb must be at least 2.5% with:
(A) Not more than the power or thrust that is available 8 seconds after initiation of movement of the power controls from the minimum flight idle position;
(B) The landing gear extended;
(C) The wing flaps in the landing position; and
(D) A climb speed equal to VREF.
(2) One engine Inoperative
(i) The steady gradient of climb must be not less than 0.75% at an altitude of 1500 ft above the landing surface with:
(A) The critical engine inoperative and its propeller in the minimum drag position;
(B) The remaining engine at not more than maximum continuous power;
(C) The landing gear retracted;
(D) The wing flaps retracted; and
(E) A climb speed not less than 1.2 VS1.
Appendix 1 to JAR-OPS 1.535(b)(1) & (c)(1)
Take-off Flight Path-Visual Course Guidance Navigation
In order to allow visual course guidance navigation, an operator must ensure that the weather conditions prevailing at the time of operation including ceiling and visibility, are such that the obstacle and/or ground reference points can be seen and identified. The Operations Manual must specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows:
(a) The procedure must be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements;
(b) The procedure must be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects;
(c) A written and/or pictorial description of the procedure must be provided for crew use; and
(d) The limiting environmental conditions must be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting).
Appendix 1 to JAR-OPS 1.550(a)
Steep Approach Procedures
(a) The Authority may approve the application of Steep Approach procedures using glideslope angles of 4.5° or more, and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met:
(1) The Aeroplane Flight Manual must state the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;
(2) A suitable glidepath reference system, comprising at least a visual glidepath indicating system, must be available at each aerodrome at which steep approach procedures are to be conducted; and
(3) Weather minima must be specified and approved for each runway to be used with a steep approach. Consideration must be given to the following:
(i) The obstacle situation;
(ii) The type of glidepath reference and runway guidance such as visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB;
(iii) The minimum visual reference to be required at DH and MDA;
(iv) Available airborne equipment;
(v) Pilot qualification and special aerodrome familiarisation;
(vi) Aeroplane Flight Manual limitations and procedures; and
(vii) Missed approach criteria.
JAR-OPS 1.560. General.
An operator shall ensure that, for determining compliance with the requirements of this Subpart, the approved performance Data in the Aeroplane Flight Manual is supplemented, as necessary, with other Data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is insufficient.
JAR-OPS 1.565. Take-off.
(a) An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made.
(b) An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals that do not include engine failure accountability, the distance from the start of the take-off roll required by the aeroplane to reach a height of 50 ft above the surface with all engines operating within the maximum take-off power conditions specified, when multiplied by a factor of either:
(1) 1.33 for aeroplanes having two engines; or
(2) 1.25 for aeroplanes having three engines; or
(3) 1.18 for aeroplanes having four engines,
does not exceed the take-off run available at the aerodrome at which the take-off is to be made.
(c) An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals which accounts for engine failure, the following requirements are met in accordance with the specifications in the Aeroplane Flight Manual:
(1) The accelerate-stop distance must not exceed the accelerate-stop distance available;
(2) The take-off distance must not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available;
(3) The take-off run must not exceed the take-off run available;
(4) Compliance with this paragraph must be shown using a single value of V1 for the rejected and continued take-off; and
(5) On a wet or contaminated runway the take-off mass must not exceed that permitted for a take-off on a dry runway under the same conditions.
(d) When showing compliance with sub-paragraphs (b) and (c) above, an operator must take account of the following:
(1) The pressure altitude at the aerodrome;
(2) The ambient temperature at the aerodrome;
(3) The runway surface condition and the type of runway surface (see IEM OPS 1.565(d)(3));
(4) The runway slope in the direction of take-off (see AMC OPS 1.565(d)(4));
(5) Not more that 50% of the reported head-wind component or not less than 150% of the reported tail-wind component; and
(6) The loss, if any, of runway length due to alignment of the aeroplane prior to take-off.
JAR-OPS 1.570. Take-off Obstacle Clearance.
(a) An operator shall ensure that the take-off flight path with one engine inoperative clears all obstacles by a vertical distance of at least 50 ft plus 0.01 x D, or by a horizontal distance of at least 90 m plus 0.125 x D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available.
(b) The take-off flight path must begin at a height of 50 ft above the surface at the end of the take-off distance required by JAR-OPS 1.565(b) or (c) as applicable, and end at a height of 1500 ft above the surface.
(c) When showing compliance with sub-paragraph (a), an operator must take account of the following:
(1) The mass of the aeroplane at the commencement of the take-off run;
(2) The pressure altitude at the aerodrome;
(3) The ambient temperature at the aerodrome; and
(4) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.
(d) When showing compliance with sub-paragraph (a) above, track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled. Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. (See AMC OPS 1.570(d).)
(e) When showing compliance with sub-paragraph (a) above for those cases which do not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
(1) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(2) 600 m, for flights under all other conditions.
(f) When showing compliance with sub-paragraph (a) above for those cases which do require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:
(1) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(2) 900 m for flights under all other conditions.
(g) An operator shall establish contingency procedures to satisfy the requirements of JAR - OPS 1.570 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of JAR - OPS 1.570, or land at either the aerodrome of departure or at a take-off alternate aerodrome.