(2) Flight crew members with Category II or Category III experience with another JAA operator may undertake an abbreviated ground training course. (3) (3)Flight crew members with Category II
or Category III experience with the operator may
undertake an abbreviated ground, Flight 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 IIIoperations; and
(14) The importance of correct seating and eye position.
(c) Flight Simulator training and/or flight training
(1) An operator must ensure that Flight
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 autoland 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 out his
duties and instructed on the coordination required
with other crew members. Maximum use should
be made of Flight Simulators.
(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 Flight Simulator phase of train (4) Incapacitation procedures appropriate
to Low Visibility Take-offs and Category II and III operations shall be practised.
(5) For aeroplanes with no Flight
Simulator available to represent that specific
aeroplane operators must ensure that the flight
training phase specific to the visual scenarios of
Category II operations is conducted in a
specifically approved Flight Simulator. Such training must include a minimum of 4 approaches.
The training and procedures that are type specificshall be practised in the aeroplane.
(6) Initial Category II and III training shall include at least the following exercises:
(i) Approach using the appropriate
flight guidance, autopilots 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, autopilots 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, autoflight systems, ground and/or airborne ILS/MLS systems and status monitors);
(iii) Approaches where failures of autoflight 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 autopilot 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) Flight Simulator Training and/or Flight training.
(i) A minimum of 8 approaches and/or landings in a Flight Simulator.
(ii) Where no Flight Simulator is available to represent that specific aeroplane, 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 subparagraph
(i) above may be replaced by successful completion of the Flight 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 autopilot disconnect;
(ii) For Category III, a minimum of 3 autolands except that only 1 autoland is required when the training required in subparagraph (d)(2) above has been carried out in a Flight Simulator usable for zero flight time conversion.
(e) Type and command experience. Before
commencing Category II/III operations, the
following additional requirements are applicable to
commanders, or pilots to whom conduct of the flight
may be delegated, who are new to the aeroplane type:
(1) 50 hours or 20 sectors on the type,
including line flying under supervision; and
(2) 100 m must be added to the applicable
Category II or Category III RVR minima unless
he has previously qualified for Category II or III
operations with a JAA operator, until a total of
100 hours or 40 sectors, including line flying
under supervision, has been achieved on the type.
(3) The Authority may authorise a
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 a Flight Simulator. This training
must include the use of any special procedures
and equipment. Where no Flight Simulator is
available to represent that specific aeroplane, the
Authority may approve such training in an
aeroplane without the requirement for minimum
RVR conditions. (See Appendix 1 to JAR–OPS 1.956) (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 Flight
Simulator and/or flight training prescribed in subparagraph
(f)(1) on 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 for which he
is authorised is checked. The required number of
approaches within the validity period of the
operator proficiency check (as prescribed in JAROPS
1.965(b)) is to be a minimum of three, one of
which may be substituted by an approach and
landing in the aeroplane using approved Category
II or III procedures. One missed approach shall be
flown during the conduct of the operator
proficiency check. If the operator is authorised to
conduct take-off with RVR less than 150/200 m,
at least one LVTO to the lowest applicable
minima shall be flown during the conduct of the
operator proficiency check. (See IEM OPS
1.450(b)(i).)
(2) For Category III operations an
operator must use a Flight Simulator.
(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 over the period of three
consecutive operator proficiency checks as the
result of an autopilot failure at or below decision
height when the last reported RVR was 300 m or
less.
(4) The Authority may authorise recurrent
training and checking for Category II and LVTO
operations in an aeroplane type where no Flight
Simulator to represent that specific aeroplane or
an acceptable alternate is available.
Note: Recency for LVTO and Category II/III based upon
automatic approaches and/or auto-lands is maintained by the
recurrent training and checking as prescribed in this paragraph.
Допълнение 1
Експлоатации при Слаба Видимост – Експлоатационни процедури
(a)Общи положения. Експлоатациите при Слаба Видимост включват:
(1)Ръчно излитане (с или без електронна насочваща система);
(2)Подход за кацане с използване на автоматични бордни и наземни средства до под DH, с ръчно изравняване, кацане и излизане от крен;
(3)Подход за кацане с използване на автоматични бордни и наземни средства последван от автоматично изравняване, автоматично кацане и ръчно излизане от крен; и
(4)Подход за кацане с използване на автоматични бордни и наземни средства последван от автоматично изравняване, автоматично кацане и , излизане от крен, когато приложимата RVR е по-малка от 400 м.
Забележка 1: Хибридна система може да бъде използвана с всеки един тип от тези експлоатации.
Забележка 2: Други форми на насочване или показване могат да бъдат сертифицирани и одобрени.
(б)Процедурни и Експлоатационни Инструкции
(1)Прецизната природа и обхват на дадените процедури и инструкции зависи от бордното оборудване, което се използва и от процедурите, които се следват в кабината на екипажа. В експлоатационния наръчник оператора трябва ясно да определи задачите на члена на полетния екипаж по време на излитане, подход, изравняване, излизане от крен и пропуснати подходи. Трябва да бъде направено специфично наблягане върху задълженията на полетния екипаж по време на преминаване от не-визуални условия към визуални условия и на процедурите, които ще се използват при влошена видимост или когато настъпи авария. Трябва да бъде обърнато специално внимание при разпределението на задълженията в кабината на екипажа така че да се осигури, че работното натоварване на пилота вземащ решения за кацане или за извършване на пропусната подход му позволява да се посвети на процеса на наблюдение и взимане на решение.
(2)Оператора трябва да специфицира детайлните експлоатационни процедури и инструкции в експлоатационния наръчник. Инструкциите трябва да са съвместими с ограниченията и задължителните процедури, съдържащи се в Полетния Наръчник на самолета и покриват специфично следните точки:
(i)Проверки за задоволително функциониране на самолетното оборудване, едновременно преди и по време на полета;
(ii)Ефекта на минимума, предизвикан от изменения в статуса на наземните съоръжения и бордното оборудване;
(iii)Процедури за излитане, подход, изравняване, кацане, излизане от крен и пропуснат подход;
(iv)Процедури, които да се следват в случай на авария, предупреждение и други необичайни ситуации;
(v)Минималното необходимо визуално ориентиране;
(vi)Важността на коректното сядане и положението на очите;
(vii)Действия, които може да станат необходими поради влошаване на визуалното ориентиране;
(viii)Разпределяне на задълженията на екипажа при изпълняване на процедурите съгласно подпараграф (i) до (iv) и (v) по-горе, за да се позволи на командира да се посвети основно на наблюдение и взимане на решения;
(ix)Изискването за всички обаждания на височина под 200 ft да се основават на радио висотомер и за един пилот да продължи да наблюдава самолетните уреди докато не се завърши кацането;
(x)Изискването за предпазване на чувствителната зона на курсовия предавател на ИЛС;
(xi)Използването на информацията свързана със скоростта на вятъра, срез на вятъра, турболенция, замърсяване на пистата и използването на многобройни RVR оценки;
(xii)Процедурите, които ще бъдат използвани за практикуване на подходи за кацане и кацане на писти, на които не са в сила пълни процедури за летище Категория ІІ или Категория ІІІ;
(xiii)Експлоатационни ограничения произтичащи от сертификация за летателната годност; и
(xiv)Информация за максималната девиация позволена от ILS глисада и/или курсов предавател.
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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 nonnormal 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.
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Допълнение 1
Минимална видимост за VFR експлоатации
Въздушно-космически клас[AB]C DE [Забележка 1] FG
Над 900 м (3000 ft) AMSL или над 300 м (1000 ft) над повърхността която е по-висока
На и под 900 м (3000 ft) или над 300 м (1000 ft) над повърхността която е по-висока
Разстояние от облака 1500 м хоризонтално
300 м (1 000 ft) вертикално Чисто от облаци и от обсега на погледа на повърхността
Полетна видимост 8 км на и над 3 050 м (10 000 ft) АMSL (Забележка [2])
5 км под 3 050 м (10 000 ft) АMSL 5 км (Забележка [3])
Забележка 1[VMC Минимум заВъздушно-космически Клас А са включени за насочване, но не съдържат одобрение за VFR Полети в Въздушно-космически Клас А]
Забележка [2] Когато височината за промяна на абсолютната височинае по-ниска от 3050 м (10 000 ft) АMSL, FL 100 трябва да бъде използван вместо 10 000 ft.
Забележка [3] Кат А и В самолети могат да оперират при полетни видимости надолу под 3 000 м, осигурявайки подходящ ATS властите позволяват използването на полетна видимост по-ниска от 5 км и обстоятелствата са такива, че възможността за среща с друг трафик е ниска, и IAS е 140 кт или по-малко
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Appendix 1 to JAR-OPS 1.465
Minimum Visibilities for VFR Operations
Airspace class [ ] [AB]C D
E [Note 1]
F G
Above 900 m (3 000 ft)
AMSL or above 300 m
(1 000 ft) above terrain,
whichever is the higher
At and below 900 m
(3 000 ft) AMSL or 300 m
(1 000 ft) above terrain,
whichever is the higher
Distance from cloud [ ] 1 500 m horizontally
300 m (1 000 ft) vertically
Clear of cloud and in sight
of the surface
Flight visibility 8 km at and above 3 050 m (10 000 ft) AMSL (Note [2])
5 km below 3 050 m (10 000 ft) AMSL
5 km (Note [3])
Note 1 [VMC Minima for Class A airspace are included for guidance but do not imply acceptance of VFR Flights in Class A airspace.]
Note [2] When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000ft. Note [3] Cat A and B aeroplanes may be operated in flight visibilities down to 3 000 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. |
