Aerodrome Operating MinimaAerodrome Operating MinimaHead-Up DisplaysHead-Up Displays

Enhanced Vision SystemsEnhanced Vision Systems

NPA-OPS 41NPA-OPS 41

PresentersPresenters

Mr Bo Eckerbert (LFV Sweden)Mr Bo Eckerbert (LFV Sweden)– Chairman, AWOSGChairman, AWOSG

SFO Tim Price (AEA / British Airways)SFO Tim Price (AEA / British Airways)– Secretary, AWOSGSecretary, AWOSG

ContentsContents Background:Background:

– Contents of NPA 41 Contents of NPA 41 – NPA OPS 20 to NPA OPS 41NPA OPS 20 to NPA OPS 41– Stabilised Instrument ApproachStabilised Instrument Approach– Continuous Descent Final ApproachContinuous Descent Final Approach

Head Up DisplayHead Up Display Enhanced Vision SystemsEnhanced Vision Systems Detailed Rule and ACJ ChangesDetailed Rule and ACJ Changes Regulatory Impact AssessmentRegulatory Impact Assessment

NPA-OPS 41NPA-OPS 41 The proposal contains draft texts for:The proposal contains draft texts for:

– Aerodrome Operating Minima (1.430)Aerodrome Operating Minima (1.430)Comments received post NPA 20Comments received post NPA 20

JAA / FAA AWOHWG work (ongoing)JAA / FAA AWOHWG work (ongoing)

– Requirements for Cat III Operations (1.440)Requirements for Cat III Operations (1.440)JAA / FAA AWOHWG workJAA / FAA AWOHWG work

– Introduction of HUD & HUDLSIntroduction of HUD & HUDLS

– Introduction of EVSIntroduction of EVS

– Training and qualification requirements for all of the Training and qualification requirements for all of the above (1.450)above (1.450)

NPA 20 to NPA 41NPA 20 to NPA 41

OST endorsed NPA 20 in March 2004OST endorsed NPA 20 in March 2004– Including:Including:

Rule materialRule materialExplanatory NoteExplanatory NoteRIARIA

OST also endorsed HUD / HUDLS Rule OST also endorsed HUD / HUDLS Rule materialmaterial

Today’s presentation highlights the Today’s presentation highlights the differences differences between NPA 20 and NPA 41between NPA 20 and NPA 41

Comments from NPA 20 Comments from NPA 20

NPA 20 produced 290 commentsNPA 20 produced 290 comments– Mostly concerning RuleMostly concerning Rule– Some about ACJSome about ACJ

Comments Response Document Comments Response Document thoroughly reviewed over 4 meetings of thoroughly reviewed over 4 meetings of AWOSGAWOSG

NPA re-issuedNPA re-issued

Stabilised Instrument Approach - Stabilised Instrument Approach - BackgroundBackground

CFIT & ALARP programmes encouraged CFIT & ALARP programmes encouraged authorities to prescribe stabilised instrument authorities to prescribe stabilised instrument approaches: ‘SAp’approaches: ‘SAp’

SAp: an approach which is flown in a controlled SAp: an approach which is flown in a controlled and appropriate manner in terms of configuration, and appropriate manner in terms of configuration, energy and control of the flight path, from a pre-energy and control of the flight path, from a pre-determined point or altitude/height, determined point or altitude/height, without any without any segment of level flight at MDA(H)segment of level flight at MDA(H)

Considered to be much safer than a Non-Considered to be much safer than a Non-Precision Approach (NPA) flown as ‘dive & drive’Precision Approach (NPA) flown as ‘dive & drive’

Stabilised Instrument Approach Stabilised Instrument Approach and CDFAand CDFA

NPA 20 / 41 defines a new variant of the Stabilised NPA 20 / 41 defines a new variant of the Stabilised Approach: the Continuous Descent Final Approach Approach: the Continuous Descent Final Approach (CDFA)(CDFA)

An approach with a predetermined approach slope An approach with a predetermined approach slope which enables a continuous descent to DA(H) which enables a continuous descent to DA(H)

CDFA includes precision approaches, non-CDFA includes precision approaches, non-precision approaches and approaches with vertical precision approaches and approaches with vertical guidance (APV)guidance (APV)

CDFA - BenefitsCDFA - Benefits

The CDFA concept aims to increase the safety The CDFA concept aims to increase the safety of Non-Precision Approaches by eliminating of Non-Precision Approaches by eliminating level flight at MDA, ie close to the groundlevel flight at MDA, ie close to the ground

Pilot workload is reduced as a/c attitude, power Pilot workload is reduced as a/c attitude, power and energy are stabilisedand energy are stabilised

One decision point for the pilot One decision point for the pilot

The intention is that all approaches should be The intention is that all approaches should be flown as CDFA (if possible)flown as CDFA (if possible)

CDFA v ‘Traditional’ NPACDFA v ‘Traditional’ NPA

THR

MDH

NPA DH

CDFA

ICAO

Head Up Displays and Head Up Displays and HUD Landing SystemsHUD Landing Systems

HUDHUD Background:Background:

– Currently no rules in Sub Part ECurrently no rules in Sub Part E– But ... HUDs becoming more commonplaceBut ... HUDs becoming more commonplace– Pilot-training is keyPilot-training is key

Cat I RVRs can be reducedCat I RVRs can be reduced Cat II can be allowed without TDZ lights or Cat II can be allowed without TDZ lights or

centreline lightscentreline lights Current approvals based on TGL 20 with formal Current approvals based on TGL 20 with formal

exemptions from Sub Part Eexemptions from Sub Part E (Similar operational credit for use of autoland)(Similar operational credit for use of autoland) HUDLS chosen as preferred termHUDLS chosen as preferred term

HUD - ProposalHUD - Proposal Manually-flown Cat II approachesManually-flown Cat II approaches Manually-flown Cat IIIA approachesManually-flown Cat IIIA approaches ‘‘Lower than standard Cat I’Lower than standard Cat I’

– DH of 200ft but min RVR of 400m on current Cat I DH of 200ft but min RVR of 400m on current Cat I runwaysrunways

‘‘Other than standard Cat II’Other than standard Cat II’– DH of 100ft, min RVR of 350m on Cat II runways DH of 100ft, min RVR of 350m on Cat II runways

which lack TDZL and CLLwhich lack TDZL and CLL Equipment and airframe requirementsEquipment and airframe requirements Training requirementsTraining requirements Credits for autoland ops of the same values as Credits for autoland ops of the same values as

HUDLSHUDLS

HUD - SafetyHUD - Safety

Safety levels not reduced with reduced RVR Safety levels not reduced with reduced RVR minima:minima:– Compensation by improved guidance (HUD or Compensation by improved guidance (HUD or

autoland)autoland)– Adequate visual reference still requiredAdequate visual reference still required

Simulator trials:Simulator trials:– Go-around rate not significantly increasedGo-around rate not significantly increased– Landing footprint is equal or betterLanding footprint is equal or better

Suitable ILS performance still requiredSuitable ILS performance still required

HUD - HarmonisationHUD - Harmonisation

Other than standard Cat II in line with FAAOther than standard Cat II in line with FAA Lower than standard Cat I deviates from Lower than standard Cat I deviates from

ICAO, but... ICAO, but... – ILS requirements specifiedILS requirements specified– Difficulty with label vs aerodrome requirementsDifficulty with label vs aerodrome requirements

Current categorisation under debate in Current categorisation under debate in AWOHWG and OPSPAWOHWG and OPSP

Current categorisation hinders operators from Current categorisation hinders operators from installing equipmentinstalling equipment

Enhanced Enhanced Vision Vision

SystemsSystems

EVSEVS Popular with the AWOSG!Popular with the AWOSG!

EVS EVS Sensor Sensor windowwindow

EVS - BackgroundEVS - Background

New technology – currently IR sensor-basedNew technology – currently IR sensor-based Rule material requiredRule material required Members of the AWOSG flew EVS-equipped Members of the AWOSG flew EVS-equipped

aircraft to obtain experience of system in useaircraft to obtain experience of system in use Approaches flown in variety of conditionsApproaches flown in variety of conditions

– Fog, mist, snowFog, mist, snow– Night, mountainous terrainNight, mountainous terrain

Benefits of the system can vary depending on Benefits of the system can vary depending on met conditions (certain IR wavelengths met conditions (certain IR wavelengths absorbed by water drops in atmosphere)absorbed by water drops in atmosphere)

EVS – RuleEVS – Rule Accommodate variety of performanceAccommodate variety of performance HUD believed to be essential element of total HUD believed to be essential element of total

EV SystemEV System Two Decision GatesTwo Decision Gates

– Enhanced view of visual references allowed at Enhanced view of visual references allowed at normal DHnormal DH

– ‘‘Natural’ (ie unaugmented) view required by 100ft Natural’ (ie unaugmented) view required by 100ft ARTEARTE

Controlling RVR reduced to give credit for Controlling RVR reduced to give credit for EVSEVS

No ICAO rule at present – OPSP may draw No ICAO rule at present – OPSP may draw on JAA and FAA workon JAA and FAA work

Detailed Rule, Detailed Rule, Appendix Appendix

and ACJ Changesand ACJ Changes

– (a) Note deleted(a) Note deleted– (b)(9) Refers to flight technique = CDFA(b)(9) Refers to flight technique = CDFA– (d)(1) Mandates use of CDFA (inc SAp)(d)(1) Mandates use of CDFA (inc SAp)– (d)(2) Prescribes RVR add-on if approach not flown (d)(2) Prescribes RVR add-on if approach not flown

as CDFA as CDFA – (d)(3) Allows Authority to exempt operator from add-(d)(3) Allows Authority to exempt operator from add-

on prescribed in (d)(2)on prescribed in (d)(2)– (d)(4) Limits use of exemptions(d)(4) Limits use of exemptions

Rule ChangesRule Changes 1.430 Aerodrome Operating Minima – 1.430 Aerodrome Operating Minima –

GeneralGeneral

– (e)(1) Prescribes use of either Appendix 1 (Old) (e)(1) Prescribes use of either Appendix 1 (Old) or (New) until end of transition periodor (New) until end of transition period

– (e)(2) and (e)(3) similar exemptions to (d)(3) (e)(2) and (e)(3) similar exemptions to (d)(3) and (d)(4) but related to use of upper cut-off and (d)(4) but related to use of upper cut-off values [Tables 5 and 6 in Appendix]values [Tables 5 and 6 in Appendix]

Rule ChangesRule Changes 1.430 Aerodrome Operating Minima – 1.430 Aerodrome Operating Minima –

GeneralGeneral

Rule ChangesRule Changes 1.435 – Terminology1.435 – Terminology

– Clarify relationship between SAp and CDFAClarify relationship between SAp and CDFA– Introduce and/or clarify definitions relating to Introduce and/or clarify definitions relating to

HUD & EVSHUD & EVS 1.440, 1.450, 1.455, 1.4601.440, 1.450, 1.455, 1.460

– Introduces:Introduces:‘‘Lower than Standard Category I’Lower than Standard Category I’‘‘Other than Standard Category II’Other than Standard Category II’

– (NB: these definitions previously endorsed by (NB: these definitions previously endorsed by OST)OST)

Appendix 1 to 1.430Appendix 1 to 1.430

Philosophy:Philosophy:– Two versions of the Appendix (Old & New) Two versions of the Appendix (Old & New)

active in parallel for 3 yearsactive in parallel for 3 years– Operators who cannot comply with CDFA Operators who cannot comply with CDFA

concept immediately can use existing concept immediately can use existing criteriacriteria

– App 1 (Old) will be withdrawn after 3 yearsApp 1 (Old) will be withdrawn after 3 years

Appendix 1 to 1.430Appendix 1 to 1.430 Table 2 ‘Assumed engine failure height’ Table 2 ‘Assumed engine failure height’

reinstatedreinstated (b)(1) ICAO terminology for GNSS introduced(b)(1) ICAO terminology for GNSS introduced (b)(2) Use of MDA(H) as DA(H)(b)(2) Use of MDA(H) as DA(H) (b)(3) APV defined; ‘OCL’ deleted(b)(3) APV defined; ‘OCL’ deleted (b)(4) ‘Cat I Precision’ deleted; DH is not (b)(4) ‘Cat I Precision’ deleted; DH is not

exclusive to precision approachesexclusive to precision approaches (b)(5) Reference to procedure minimum in (b)(5) Reference to procedure minimum in

AFM addedAFM added (b)(6) ‘Non Precision’ deleted(b)(6) ‘Non Precision’ deleted

Appendix 1 to 1.430Appendix 1 to 1.430

Table 3 system minima revised considerably:Table 3 system minima revised considerably:– RNAV (VNAV) deletedRNAV (VNAV) deleted– NDB minimum raisedNDB minimum raised– NDB/DME addedNDB/DME added– VDF raisedVDF raised

(c)(1) Outlines criteria which approaches (c)(1) Outlines criteria which approaches must fulfil to use Tables 5 & 6must fulfil to use Tables 5 & 6– Max approach slope (Cat C & D a/c) limited to Max approach slope (Cat C & D a/c) limited to

3.77 degrees (=400ft per nm)3.77 degrees (=400ft per nm)

Appendix 1 to 1.430Appendix 1 to 1.430 (d)(2) Note 2. Explanation of how RVR values (d)(2) Note 2. Explanation of how RVR values

calculated (methodology moved to ACJ)calculated (methodology moved to ACJ) (d)(5) Conditions for using RVR <750m for Cat I(d)(5) Conditions for using RVR <750m for Cat I (d)(6) Credits for HUDLS and autoland(d)(6) Credits for HUDLS and autoland Table 4. Changes made following comments from Table 4. Changes made following comments from

FAAFAA Table 5. New minimaTable 5. New minima

– Developed during harmonisation work with FAADeveloped during harmonisation work with FAA– Logical and consistent; rounding values changedLogical and consistent; rounding values changed– Formula used:Formula used:– Required RVR/Visibility (m) = Minimum height (ft x 0.3048 / Required RVR/Visibility (m) = Minimum height (ft x 0.3048 /

tantan) - length of approach lights [) - length of approach lights [ = approach angle] = approach angle]– But... should the formula be in the ACJ?But... should the formula be in the ACJ?

DA(H) or MDA(H)

FALS IALS BALS NALS

See para (d)(5) and (d)(6) about RVR < 750 m

Ft   Metres 

200 - 210 550 750 1000 1200

211 - 220 550 800 1000 1200

221 - 230 550 800 1000 1200

231 - 240 550 800 1000 1200

241 - 250 550 800 1000 1300

251 - 260 600 800 1100 1300

261 - 280 600 900 1100 1300

281 - 300 650 900 1200 1400

301 - 320 700 1000 1200 1400

321 - 340 800 1100 1300 1500

Appendix 1 to 1.430 – Table 5 (part)Appendix 1 to 1.430 – Table 5 (part)

Appendix 1 to 1.430Appendix 1 to 1.430 Calculation of visual segmentCalculation of visual segment

Appendix 1 to 1.430Appendix 1 to 1.430

Table 6: Table 6: – Upper and lower cut-off RVR valuesUpper and lower cut-off RVR values– Upper?Upper?

Type of approach and CDFAType of approach and CDFA

– Lower?Lower? Aircraft Category and approach typeAircraft Category and approach type

– ILS facility requirements greatly standardisedILS facility requirements greatly standardised

Appendix 1 to 1.430 – Table 6Appendix 1 to 1.430 – Table 6Facility/

ConditionsRVR (m)

Aeroplane category

A B C D

ILS, MLS, GLS, PAR and APV

Min According to table 5

Max 1500 1500 2400 2400

NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRE, ,RNAV(LNAV) with a procedure which fulfils the criteria in paragraph (c)(2)(ii):

Min 750 750 750 750

Max 1500 1500 2400 2400

For NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRE, RNAV(LNAV): - not fulfilling the criteria in paragraph (c)(2)(ii) above, or- with a DA(H) or MDA(H) 1200 ft

Min 1000 1000 1200 1200

Max According to table 5 if flown as a CDFA, otherwise an add-on of 200/400 m applies but not to a higher value than the upper limit of the table.

Appendix 1 to 1.430 – Para (c)(2)(ii)Appendix 1 to 1.430 – Para (c)(2)(ii) CDFAs with a nominal vertical profile, up to and including CDFAs with a nominal vertical profile, up to and including

4.54.5 for Category A and B aeroplanes, or 3.77 for Category A and B aeroplanes, or 3.77 for Category for Category C and D aeroplanes, unless other approach angles are C and D aeroplanes, unless other approach angles are approved by the Authority where the facilities are NDB, approved by the Authority where the facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA or NDB/DME, VOR, VOR/DME, LLZ, LLZ/DME, VDF, SRA or RNAV(LNAV), with a final-approach segment of at least RNAV(LNAV), with a final-approach segment of at least 3NM, which also fulfil the following criteria:3NM, which also fulfil the following criteria:– (A) Final approach track is off-set (A) Final approach track is off-set 5 degrees, except that, for 5 degrees, except that, for

Category A and B aeroplanes, the upper cut-off value (RVR 1500 Category A and B aeroplanes, the upper cut-off value (RVR 1500 m) applies if the final approach track is off-set m) applies if the final approach track is off-set 15 degrees; and 15 degrees; and

– (B) The FAF or another appropriate fix where descent is initiated is (B) The FAF or another appropriate fix where descent is initiated is available, or distance to THR is available by FMS/RNAV or DME; available, or distance to THR is available by FMS/RNAV or DME; and and

– (C) If the MAPt is determined by timing, the distance from FAF to (C) If the MAPt is determined by timing, the distance from FAF to THR is THR is 8 NM. 8 NM.

Appendix 1 to 1.430Appendix 1 to 1.430

(d) [Several places]:(d) [Several places]:– Minimum autopilot disengage height:Minimum autopilot disengage height:– 80% of DH, but not less than 150ft ARTE80% of DH, but not less than 150ft ARTE

Note 4 to Table 8 deleted; AWOSG believes Note 4 to Table 8 deleted; AWOSG believes should be part of Sub Part Fshould be part of Sub Part F

(e) & (f) Introduction of HUDLS (and some (e) & (f) Introduction of HUDLS (and some EVS) material:EVS) material:– ‘‘Lower than standard Cat I’Lower than standard Cat I’– ‘‘Other than standard Cat II’Other than standard Cat II’

Appendix 1 to 1.430Appendix 1 to 1.430

(h) Introduction of EVS-specific material(h) Introduction of EVS-specific material– 2 decision gates as outlined earlier2 decision gates as outlined earlier– Steep approaches still to be discussed in AWOHWGSteep approaches still to be discussed in AWOHWG

(j) [formerly (g)] Circling:(j) [formerly (g)] Circling:– One set of minima presentedOne set of minima presented– ACJ being developed to clarify circling in more detailACJ being developed to clarify circling in more detail

(l) Conversion of Met Vis to RVR no longer (l) Conversion of Met Vis to RVR no longer permitted below 800mpermitted below 800m

Other AppendicesOther Appendices

1.440:1.440:– Clarification of requirements needed to Clarification of requirements needed to

qualify for Cat IIIqualify for Cat III 1.450:1.450:

– ‘‘HGS’ abandoned, now HUDLSHGS’ abandoned, now HUDLS– HUD and EVS will create additional training HUD and EVS will create additional training

requirementsrequirements 1.455:1.455:

– References to HUD and EVS addedReferences to HUD and EVS added

ACJsACJs 1.4301.430 [ [editededited]:]:

– Explains SAp and CDFA conceptsExplains SAp and CDFA concepts– Edited in response to comments (53, of Edited in response to comments (53, of

which 43 accepted)which 43 accepted) Appendix 1 NewAppendix 1 New [ [newnew]:]:

– Explain derivation of new minimaExplain derivation of new minima– Cat I operations <750m RVRCat I operations <750m RVR– Single-pilot opsSingle-pilot ops

1.430 (h)1.430 (h) [ [newnew]:]:– Describe EVS and concept of operationsDescribe EVS and concept of operations

Regulatory Impact Regulatory Impact AssessmentAssessment

RIARIA Scope:Scope:

– Discussed alreadyDiscussed already Relevant ICAO / JAA decisions:Relevant ICAO / JAA decisions:

– SAp / CDFASAp / CDFA– HUD (JAA TGL)HUD (JAA TGL)– HUD minima: conflict with Annex 14 (RVR not HUD minima: conflict with Annex 14 (RVR not

DH)DH)– NPA may well be used by ICAO OPSPNPA may well be used by ICAO OPSP– Operations <550m RVR: definition (Cat I or Operations <550m RVR: definition (Cat I or

Cat II?)Cat II?)

RIARIA Objectives:Objectives:

– Enhance safety – especially CDFAEnhance safety – especially CDFA– HUDLS / autolandHUDLS / autoland– EVSEVS

Who will be affected?Who will be affected?– All JAR-OPS operators, and probably most GAAll JAR-OPS operators, and probably most GA– TrainingTraining

RIARIA

OptionsOptions– Do nothingDo nothing– Introduce Rule, but no reduction in RVRIntroduce Rule, but no reduction in RVR– Introduce Rule and reduce required RVRIntroduce Rule and reduce required RVR– Mandate CDFA / SAp, but no change in AOMMandate CDFA / SAp, but no change in AOM– Mandate CDFA / SAp and change in AOMMandate CDFA / SAp and change in AOM

RIARIA

Impacts identified:Impacts identified:– SafetySafety– EconomicEconomic– HarmonisationHarmonisation– EnvironmentalEnvironmental– Social (Social (nilnil))– Other Aviation Requirements (Other Aviation Requirements (nilnil))

RIARIA

Consultation:Consultation:– IndustryIndustry– Flight-crewFlight-crew– FAAFAA– Comments Response DocumentComments Response Document

Summary & Final AssessmentSummary & Final Assessment

Questions??Questions??

Bo EckerbertBo Eckerbert (bo.eckerbert@luftfartsstyrelsen.se) (bo.eckerbert@luftfartsstyrelsen.se)

Tim PriceTim Price (tim.price@britishairways.com) (tim.price@britishairways.com)