REGULATION
Issue 02-17
AVIATION our World, your Career, your Academy
Issue
Date
Writer
Proof-reader
Approval
Subject
Total
pages
HT/ CFI/ CTKI
Issue 02-17
01-17
15/05/17
BRASDEFER
ROUILLON
GUASCH
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33
02-17
02/06/17
BRASDEFER
MAAS
GUASCH
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35
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OBJECTIVE
 To know the regulatory texts that can be referred to AIR OPS with
the corresponding Parts: CAT, NCO ...
 To know the important points, domain by domain, that must be
mastered to prepare its flight in accordance with the regulation.
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Issue 02-17
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PLAN
1. AERODROME OPERATING MINIMAS
2. OPERATING RULES
3. NOISE ABATEMENT PROCEDURES
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AERODROME OPERATING MINIMAS
 Aerodrome Operating minimas are criteria used by pilots to determine whether
they may land or take off from any runway, in IFR operations.
NOTE: All following informations can be found in the AIR OPERATIONS
regulation Part-CAT.
Part-NCO of the AIR OPERATIONS regulation concerns non-commercial
air operations with other-than complex motor-powered aircraft.
This is the case of DA40 & DA 42.
Nevertheless, ESMA has chosen to apply PART-CAT regulation for the
IFR training of it’s students.
The PART-NCO rules should be applied outside the scope of training,
such as: COM and technical flights, abnormal and emergency situation
encountered in flight.
AIR OPERATIONS manual available at:
https://www.easa.europa.eu/system/files/dfu/Air%20Ops%20Easy%20A
ccess%20Rules_Rev.08_March%202017.pdf
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AERODROME OPERATING MINIMAS
 Aerodrome operating minima (AOM) are
the limits of usability of an aerodrome
for:
• take-off, expressed in terms of runway
visual range (RVR) and/or visibility and,
if necessary, cloud conditions.
(4) When RVR or meteorological visibility is not available, the
commander should not commence take-off unless he/she can
determine that the actual conditions satisfy the applicable takeoff minima.
AMC1 CAT.OP.MPA.110 Take-off conditions (extract)
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AERODROME OPERATING MINIMAS
ESMA policy for IFR take-off operations:
•
DA 40: VIS ≥ 1500 m; ceiling ≥ 1000 ft above airport level or above the most
critical obstacle in the initial SID;
•
DA 42: VIS ≥ 1500 m; ceiling ≥ MDH of the Circle-to-land of the IFR approach procedure in
use at the moment of the take off.
OMC/2.4 Operating minima/2.4.2 weather minima/B. IFR
These rules have been adopted according to Table 2a of AMC1 CAT.OP.MPA.110
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AERODROME OPERATING MINIMAS
• landing in no precision approach (2D),
expressed in terms of visibility and/or
runway visual range (RVR), minimum
descent altitude/height (MDA/H) and,
if necessary, cloud conditions.
AMC1 CAT.OP.MPA.110 Aerodrome operating minima
The RVR/VIS and the MDA/H depend on the
class of the lightning facility…
AMC5 CAT.OP.MPA.110 Aerodrome operating minima
…and cannot be lower than Table 3 System
minima values, as shown below:
AMC3 CAT.OP.MPA.110 Aerodrome operating minima
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AERODROME OPERATING MINIMAS
AMC3 CAT.OP.MPA.110 Aerodrome operating minima (extract)
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AERODROME OPERATING MINIMAS
• landing in precision instrument approach (3D),
expressed in terms of visibility and/or
runway visual range (RVR) and decision
altitude/height (DA/H) as appropriate to
the type and/or category of the operation.
AMC1 CAT.OP.MPA.110 Aerodrome operating minima
The RVR/VIS and the DA/H depend on the class of
the lightning facility.
AMC5 CAT.OP.MPA.110 Aerodrome operating minima
…and cannot be lower than Table 3 System minima
values, as previously!
AMC3 CAT.OP.MPA.110 Aerodrome operating minima
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AERODROME OPERATING MINIMAS
 SINGLE-PILOT OPERATIONS at ESMA:
For landing, the minimum RVR usable in CAT I approach is 550 m, in APV approach is 600 m
and in No Precision Approach is 800 m notwithstanding the exclusion criteria as outlined in
the Article of the Single-Pilot operations of the AMC below.
See also following table 5.
(8) For single-pilot operations, the minimum RVR/VIS should be calculated in accordance with the following additional criteria:
.
(i) an RVR of less than 800 m as indicated in Table 5 may be used for CAT I approaches provided any of the following is used at least down to the applicable DH:
.
(A) a suitable autopilot, coupled to an ILS, MLS or GLS that is not published as restricted; or
.
(B) an approved HUDLS, including, where appropriate, enhanced vision system (EVS), or equivalent approved system;
.
(ii) where RTZL and/or RCLL are not available, the minimum RVR/CMV should not be less than 600 m; and
.
(iii) an RVR of less than 800 m as indicated in Table 5 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS,
or equivalent approved system, or when conducting a coupled approach to a DH equal to or greater than 250 m.
AMC5 CAT.OP.MPA.110 Aerodrome operating (extract)
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AERODROME OPERATING MINIMAS
ILS CAT I
APV
(LPV and LNAV/VNAV)
AMC5 CAT.OP.MPA.110 Aerodrome operating (extract)
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OPERATING RULES
• AIRCRAFT CATEGORIES:
(a) Aircraft categories shall be based on the indicated airspeed at threshold (VAT) which is equal to the
stalling speed (VSO) multiplied by 1,3 or one-g (gravity) stall speed (VS1g) multiplied by 1,23 in the
landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the
higher resulting VAT shall be used.
(b) The aircraft categories specified in the table below shall be used.
Table 1
Aircraft categories corresponding to VAT values
Aircraft category
VAT
A
Less than 91 kt
B
From 91 to 120 kt
C
From 121 to 140 kt
D
From 141 to 165 kt
E
From 166 kt to 210 kt
CAT.OP.MPA.320 Aircraft categories (extract)
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OPERATING RULES
 ANALYSIS OF PARAMETERS AND FACTORS RELATED TO THE CALCULATION OF
PROTECTIONS:
Aircraft performance has a direct impact on the performance of certain maneuvers. The most important element in this
respect is speed. The typical aircraft categories shown in the following table are based on their final approach speeds.
For each phase of the approach and each category of aircraft, specified speed ranges (specified in the table below) are
defined, taking into account the speeds that are required when the aircraft is performing the specified maneuvers.
In the calculations used for the construction of the procedures, the proper velocity is applied, the latter being determined
from the indicated velocity, as a function of the altitude and the temperature considered.
By the way, the pilots of the slower aircraft of the categories must
adapt their trajectories in order to be able to intercept properly, with
accuracy, the required IFR tracks such like base turns, as shown in this
example.
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OPERATING RULES
Aircraft
category
Vat
Initial
approach
speed
Final
approach
speed
Maximum
speed for
circling
Maximum speed for
missed approach
Intermediate
Final
A
<91
90/150
(110)
70/100
100
100
110
B
91/120
120/180
(140)
85/130
135
130
150
C
121/140
160/240
115/160
180
160
240
D
141/165
185/250
130/185
205
185
265
E
166/210
185/250
155/230
240
230
275
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Issue 02-17
AERODROME OPERATING MINIMAS
 CIRCLING OPERATIONS:
Instrument approach followed by a visual manoeuvring (circling) with out prescribed track
When the aeroplane is on the initial instrument approach, before visual reference is
stabilised, but not below MDA/H, the aeroplane should follow the corresponding
instrument approach procedure until the appropriate instrument MAPt is reached.
At the beginning of the level flight phase at or above the MDA/H, the instrument
approach track determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS
should be maintained until the pilot:
.
(i) estimates that, in all probability, visual contact with the runway of
intended landing or the runway environment will be maintained during the
entire circling procedure;
(ii) estimates that the aeroplane is within the circling area before
commencing circling; and
(iii) is able to determine the aeroplane’s position in relation to the runway of
intended landing with the aid of the appropriate external references.
AMC7 CAT.OP.A.110 Aerodrome operating minima (extract)
(ii)
ACFT category
A
B
C
D
E
Radius in NM
2,4
3,1
4,5
5,5
7,1
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AERODROME OPERATING MINIMAS
 CIRCLING OPERATIONS:
Instrument approach followed by a visual manoeuvring (circling) with prescribed track
(1) The aeroplane should remain on the initial instrument approach procedure until one of the
following is reached:
(i) the prescribed divergence point to commence circling on the prescribed track; or
(ii) the MAPt.
(2) The aeroplane should be established on the instrument approach track determined by the
radio navigation aids, RNAV, RNP, ILS, MLS or GLS in level flight at or above the MDA/H at or
by the circling manoeuvre divergence point.
(3) If the divergence point is reached before the required visual reference is acquired, a missed
approach should be initiated not later than the MAPt and completed in accordance with the
instrument approach procedure.
(4) When commencing the prescribed circling manoeuvre at the published divergence point,
the subsequent manoeuvres should be conducted to comply with the published routing and
published heights/altitudes.
(5) Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the
published visual reference does not need to be maintained unless:
(i) required by the State of the aerodrome; or
(ii) the circling MAPt (if published) is reached.
(6) If the prescribed circling manoeuvre has a published MAPt and the required visual reference
has not been obtained by that point, a missed approach should be executed in accordance
with (e)(2) and (e)(3).
AMC 7 CAT.OP.MPA.110 Aerodrome operating minima (extract)
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AERODROME OPERATING MINIMAS
 VISUAL APPROACH OPERATIONS:
The operators should not use an RVR of less than 800 m for a visual approach
operation.
AMC 9 CAT.OP.MPA.110 Aerodrome operating minima
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AERODROME OPERATING MINIMAS
 COMMENCEMENT AND CONTINUATION OF APPROACH:
(a) The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of
the reported RVR/VIS.
(b) If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:
(1) below 1 000 ft above the aerodrome; or
(2) into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft
above the aerodrome.
(c) Where the RVR is not available, RVR values may be derived by converting the reported visibility. (See AMC 10 CAT.OP.MPA.110 -table 8 , below)
(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
(e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference
adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained.
CAT.OP.MPA.305 commencement and continuation of approach (extract)
1000 ft
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AERODROME OPERATING MINIMAS
 VISUAL REFERENCES FOR INSTRUMENT APPROACH OPERATIONS:
(a) NPA, APV and CAT I operations
At DH or MDH, at least one of the visual references specified below should be distinctly visible and
identifiable to the pilot:
(1) elements of the approach lighting system;
(2) the threshold;
(3) the threshold markings;
(4) the threshold lights;
(5) the threshold identification lights;
(6) the visual glide slope indicator;
(7) the touchdown zone or touchdown zone markings;
(8) the touchdown zone lights;
(9) FATO/runway edge lights; or
(10) other visual references specified in the operations manual.
AMC 1 CAT.OP.MPA.305 e commencement and continuation of approach (extract)
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Issue 02-17
AERODROME OPERATING MINIMAS
 RVR, CMV and visibility:
The RVR information is given by ATC. Nevertheless, this information can not be available due to the failure of the RVR
transmiter(s) or if the RWY is not fitted with.
In that case, pilot may perform the conversion of the visibility to RVR/CMV in compliance with the following:
(a) A conversion from meteorological visibility to RVR/CMV should not be used:
(1) when reported RVR is available;
(2) for calculating take-off minima; and
(3) for any RVR minima less than 800 m.
(b) If the RVR is reported as being above the maximum value assessed by the aerodrome operator,
e.g. ‘RVR more than 1 500 m’, it should not be considered as a reported value for (a)(1).
(c) When converting meteorological visibility to RVR in circumstances other than those in (a), the
conversion factors specified in Table 8 should be used.
AMC 10 CAT.OP.MPA.110
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Table 8
AERODROME OPERATING MINIMAS
 RVR, CMV and visibility:
When measured, RVR is limited to a maximum value of 2000 m.
To avoid considering a "large" RVR as unavailable, this maximum value is now increased to
a value defined for each aerodrome, depending on the landing procedures and their RVR
operational thresholds. This value is chosen by the Air Navigation Services.
This is the CMV
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Issue 02-17
OPERATING RULES
 DEPARTURE AND ARRIVAL ALTERNATE AERODROMES:
• departure:
(a) Where it is not possible to use the departure aerodrome as a take-off alternate aerodrome due to meteorological or
performance reasons, the operator shall select another adequate take-off alternate aerodrome that is no further from the
departure aerodrome than:
(1) for two-engined aeroplanes:
(i) one hour flying time at an OEI cruising speed according to the AFM in still air
standard conditions based on the actual take-off mass; or
(ii) the ETOPS diversion time approved in accordance with Annex V (Part-SPA), Subpart F,
subject to any MEL restriction, up to a maximum of two hours, at the OEI cruising
speed according to the AFM in still air standard conditions based on the actual takeoff
mass;
In the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used
for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power.
NOTE: For DA 42 of ESMA, the speed retained is 95 kt as shown in the Flight parameters chapter of the OMB.
CAT.OP.MPA.180 Selection of aerodromes (extract)
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Issue 02-17
OPERATING RULES
(a) Planning minima for a take-off alternate aerodrome
The operator shall only select an aerodrome as a take-off alternate aerodrome when the
appropriate weather reports and/or forecasts indicate that, during a period commencing one hour
before and ending one 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
CAT.OP.MPA.110. The ceiling shall be taken into account when the only approach operations
available are non-precision approaches (NPA) and/or circling operations. Any limitation related to
OEI operations shall be taken into account.
CAT.OP.MPA.185 Planning minima for IFR flights – Aeroplanes (extract)
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OPERATING RULES
• arrival:
(b) The operator shall select at least one destination alternate aerodrome for each instrument flight
rules (IFR) flight unless the destination aerodrome is an isolated aerodrome or:
(1) the duration of the planned flight from take-off to landing or, in the event of in-flight
replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to destination
does not exceed six hours; and
(2) two separate runways are available and usable at the destination aerodrome and the
appropriate weather reports and/or forecasts for the destination aerodrome indicate that,
for the period from one hour before until one hour after the expected time of arrival at the
destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft,
whichever is greater, and the ground visibility will be at least 5 km.
CAT.OP.MPA.180 Selection of aerodromes (extract)
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OPERATING RULES
(c) The operator shall select two destination alternate aerodromes when:
(1) the appropriate weather reports and/or forecasts for the destination aerodrome indicate
that during a period commencing one hour before and ending one hour after the estimated
time of arrival, the weather conditions will be below the applicable planning minima; or
(2) no meteorological information is available.
(d) The operator shall specify any required alternate aerodrome(s) in the operational flight plan.
CAT.OP.MPA.180 Selection of aerodromes (extract)
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OPERATING RULES
(b) Planning minima for a destination aerodrome other than an isolated destination aerodrome
the operator shall only select the destination aerodrome when:
(1) the appropriate weather reports and/or forecasts indicate that, during a period
commencing one hour before and ending one hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the applicable planning minima as
follows:
(i) RVR/visibility (VIS) specified in accordance with CAT.OP.MPA.110; and
(ii) for an NPA or a circling operation, the ceiling at or above MDH;
Or
(2) two destination alternate aerodromes are selected.
CAT.OP.MPA.185 Planning minima for IFR flights – Aeroplanes (extract)
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OPERATING RULES
(c) Planning minima for a destination alternate aerodrome, isolated aerodrome, fuel en-route
alternate (fuel ERA) aerodrome, en-route alternate (ERA) aerodrome
The operator shall only select an aerodrome for one of these purposes when the appropriate
weather reports and/or forecasts indicate that, during a period commencing one hour before and
ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will
be at or above the planning minima in Table 1.
Table 1 Planning minima
Destination alternate aerodrome, isolated destination aerodrome, fuel ERA and ERA aerodrome
Type of approach
Planning minima
CAT II and III
CAT I RVR
CAT I
NPA RVR/VIS
Ceiling shall be at or above MDH
NPA
NPA RVR/VIS + 1 000 m
Ceiling shall be at or above MDH + 200 ft
Circling
Circling
CAT.OP.MPA.185 Planning minima for IFR flights – Aeroplanes (extract)
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OPERATING RULES
AERODROME WEATHER FORECASTS
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OPERATING RULES
GM2 CAT.OP.MPA.185 Planning minima for IFR flights - aeroplanes
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OPERATING RULES
• FUEL POLICY:
(iii)
The operator shall establish a procedure to ensure that in-flight fuel checks
and fuel management are carried out according to the following criteria.
(a) In-flight fuel checks
(1) The commander shall ensure that fuel checks are
carried out in-flight at regular intervals.
The usable remaining fuel shall be recorded and evaluated to:
(i) compare actual consumption with planned consumption;
(ii check that the usable remaining fuel is sufficient to
complete the flight, in accordance with (b); and
(iii) determine the expected usable fuel remaining on arrival
at the destination aerodrome.
(2) The relevant fuel data shall be recorded.
CAT.OP.MPA.280 in-flight fuel management-aeroplanes (extract)
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(i)
(ii)
OPERATING RULES
(i) or (ii)
(b) In-flight fuel management
(1) The flight shall be conducted so that the expected usable fuel remaining
on arrival at the destination aerodrome is not less than:
(i) the required alternate fuel plus final reserve fuel; or
(ii) the final reserve fuel if no alternate aerodrome is
required.
CAT.OP.MPA.280 in-flight fuel management-aeroplanes (extract)
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OPERATING RULES
(2) If an in-flight fuel check shows that the expected usable fuel remaining on arrival at the destination aerodrome is less than:
(i) the required alternate fuel plus final reserve fuel, the commander shall take into account the traffic and the
operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other
adequate aerodrome in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing
with not less than final reserve fuel; or
(ii) the final reserve fuel if no alternate aerodrome is required, the commander shall take appropriate action and
proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel.
(3) The commander shall declare an emergency when the calculated usable fuel on landing, at the nearest adequate aerodrome
where a safe landing can be performed, is less than final reserve fuel.
CAT.OP.MPA.280 in-flight fuel management-aeroplanes (extract)
SEE ALSO OMC/2.1.4. FUEL POLICY
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OPERATING RULES
• CDFA APPROACH:
(a) All approaches shall be flown as stabilized approaches unless
otherwise approved by the competent authority for a particular
approach to a particular runway.
(b) Non-precision approaches
(1) The continuous descent final
approach (CDFA) technique shall be
used for all non-precision approaches.
CAT.OP.MPA.115 Approach flight technique – Aeroplanes (extract)
(a) Flight techniques:
(1) The CDFA technique should ensure that an approach can be flown on the desired vertical
path and track in a stabilised manner, without significant vertical path changes during the
final segment descent to the runway. This technique applies to an approach with no vertical
guidance and controls the descent path until the DA/DH.
AMC1 CAT.OP.MPA Approach flight technique – Aeroplane (extract)
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Issue 02-17
NOISE ABATEMENT PROCEDURE
All instructors and students are required to adhere to the noise
abatement procedures published on airport charts for both VFR and IFR
flights.
Refer to OMC Ch. 2.3.6. Noise abatement procedures and Ch. 3.3.3 for
specific procedures applicable to MPL.
Noise abatement take-off:
Some airfields are very sensitive to noise nuisance, furthermore when
departure and approach flight paths cover highly concentrated built-up
areas. To reduce noise nuisances on the ground in the vicinity of
airports, one has to take off in getting height to the maximum extend
over the airport zone.
The noise procedures are not applicable when not in compliance with
control clearances or instructions or when pilot’s judgment states that
lower altitude wouldn't meet safety and anti-collision requirements.
•
•
•
•
NOT APPLICABLE WHEN:
Engine failure
Following a missed approach
Turbulence is reported
Safety could be jeopardized
See also CAT.OP.MPA Noise Abatement procedures - aeroplanes
In any case, the PIC remains the only person to be apt to assess.
Issue 02-17
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