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Aerodrome Operating Minima Head-Up Displays Enhanced Vision Systems. NPA-OPS 41. Presenters. Tim Price (AEA / British Airways) Secretary, AWOSG Theo van de Ven (AEA / KLM) Member AWOSG and ICAO OCP. Background. OST endorsed NPA OPS 41 in May this year Including: Rule Material New ACJs

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Presentation Transcript
  • Tim Price (AEA / British Airways)
    • Secretary, AWOSG
  • Theo van de Ven (AEA / KLM)
    • Member AWOSG and ICAO OCP
  • OST endorsed NPA OPS 41 in May this year
    • Including:
      • Rule Material
      • New ACJs
      • Explanatory Note
      • RIA
  • So what has happened to it?
  • A feeling in the AWOSG that some final editorial work required before public consultation (including compliance with JAR 11!)
  • More harmonisation work with FAA and ICAO
  • Workshop on November 10
contents of today s presentation
Contents of Today’s Presentation
  • Rationale for NPA 41
    • Contents of the NPA
    • Stabilised Instrument Approach
    • Continuous Descent Final Approach
  • Harmonisation work
  • Workshop
  • Detailed Rule & ACJ changes since May
  • Regulatory Impact Assessment
  • Conclusion
npa ops 41
  • The proposal contains draft texts for:
    • Aerodrome Operating Minima (1.430)
      • Comments received post NPA 20
      • JAA / FAA AWOHWG work (ongoing)
    • Requirements for Cat I, II and III Operations (1.440 and Appendix)
      • JAA / FAA AWOHWG work
    • Introduction of HUD & HUDLS
    • Introduction of EVS
    • Training and qualification requirements for all of the above (1.450)
stabilised instrument approach background
Stabilised Instrument Approach - Background
  • CFIT & ALARP programmes encouraged authorities to prescribe stabilised instrument approaches: ‘SAp’
  • SAp: an approach which is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path, from a pre-determined point or altitude/height, without any segment of level flight at MDA(H)
  • Considered to be much safer than a Non-Precision Approach (NPA) flown as ‘dive & drive’
stabilised instrument approach and cdfa
Stabilised Instrument Approach and CDFA
  • NPA 20 / 41 defines a new variant of the Stabilised Approach: the Continuous Descent Final Approach (CDFA)
  • An approach with a predetermined approach slope which enables a continuous descent to DA(H)
  • CDFA includes [precision approaches], non-precision approaches and approaches with vertical guidance (APV)
cdfa benefits
CDFA - Benefits
  • The CDFA concept aims to increase the safety of Non-Precision Approaches by eliminating level flight at MDA, ie close to the ground
  • Pilot workload is reduced as a/c attitude, power and energy are stabilised
  • One decision point for the pilot
  • The intention is that all approaches should be flown as CDFA (if possible)







CDFA v ‘Traditional’ NPA

Continuous descent from FAF; no level-flight segment at MDH

harmonisation work
Harmonisation Work
  • Meeting of JAA / FAA AWO Harmonisation Working Group in September
  • FAA members participated in AWOSG meeting November 1-3
  • FAA will soon publish revised Ch 3 of TERPS (harmonised AOM) for consultation
  • Some changes to ICAO PANS Ops incorporated
npa 41 workshop 10 nov 05
NPA 41 Workshop 10 Nov 05
  • Requirement from OST in May: to introduce the NPA 41 material to interested parties
  • Attended by 25 representatives
    • Mostly from Europe, but also Australia and Secretary of ICAO OPSP
  • Subjects covered included:
    • Purpose, Background and Harmonisation Work
    • CDFA and SAp
    • New Technology (HUD & EVS)
    • New Minima and Minima Calculation
    • RNAV Issues
    • Charting Issues
    • Possible Future Developments
  • Comments?
most important
Most Important!
  • There have been no changes to the philosophy of the NPA since May
  • Only one detailed Rule change is proposed (explanation later...)
  • Most of the changes are editorial, designed to explain and simplify
  • We are not proposing anything vastly different since your previous endorsement!
  • But... because changes have been made, the material has been brought back
rule changes
Rule Changes
  • 1.430 Aerodrome Operating Minima – General
  • (d)(1) & (2) CDFA and SAp are separated more clearly
  • (d)(2) clarifies that CDFA only applies to Non-precision approaches
  • (f) deleted as a consequence of (d)(2)
rule changes16
Rule Changes
  • 1.435 Terminology
    • (a)(10) Definition of SAp aligned with ICAO PANS Ops Vol 1
    • (a)(15) Definition of Converted Meteorological Visibility (CMV) introduced
    • (a)(16) Definition of ‘Lower Than Standard Category I’ included *
    • (a)(17) Definition of ‘Other Than Standard Category II’ included *
    • (* NB: these definitions previously endorsed by OST)
rule changes17
Rule Changes
  • General Comment
    • Most references to RVR changed to include CMV (Rule & Appendix)
    • Many references to DA(H) changed to DH because they refer to height above the ground
appendix 1 to 1 430
Appendix 1 to 1.430
  • (b) Cat I, APV and NPA referred to as ‘operations’
  • (b)(3) RNAV/Baro VNAV removed from definition of APV
  • (c)(1) ‘lowest usable’ added
  • (c)(1)(i) & (ii) ‘CDFAs’ replaced with ‘instrument approaches’
  • (c)(2) New para
  • (d)(1) Added ‘but not greater than the maximum values shown in table 6 where applicable’ for clarity
appendix 1 to 1 43019
Appendix 1 to 1.430
  • (d)(5) Reworded and simplified:
    • Special requirements for DH 200 – 210 ft deleted
    • ILS requirements simplified
    • Guidance required down to DH only
  • (d)(8) New para based on text agreed at OST 05/2, proposed by ERA
  • Table 6 Note added at the bottom for clarity
  • (d)(10) Simplified in similar way to (d)(5)
  • (e)(2) & (f)(1(iii) Max offset angle limited to 3 degrees instead of 5 degrees
  • Tables 6a and 6b combined; note moved to become (e)(5)(1)
appendix 1 to 1 43020
Appendix 1 to 1.430
  • Tables 7b and 7c combined
  • (h)(1)(i)(B) & (C) and (h)(3) Visual reference requirements changed to harmonise completely with FAA
  • (h)(2) Added ‘APV’
  • (j) Only real Rule change. Reinstated the link between minima for circling and preceding instrument approach but only for offset approaches, not circling to an opposite runway
  • (l) Slight change of wording for clarity
  • 1.430 CDFA
    • Edited extensively to improve English
    • Discussion about amount of information: your views sought
  • Appendix 1 (New) to 1.430 (d) AOM
    • Considerably simplified
  • Appendix 1 (New) to 1.430 (f) Circling
    • Should be (j) not (f) sorry!
    • Endorsed by OST, believed to be in 2002, ‘cold’ item
    • To replace current IEM to Appendix 1 to JAR-OPS 1.430, paragraph (f)
    • Not contentious
    • Requested from the AWOSG
    • A good opportunity to include it
  • Scope:
    • Discussed already
  • Relevant ICAO / JAA decisions:
    • SAp / CDFA
    • HUD (JAA TGL)
    • HUD minima: conflict with Annex 14 (RVR not DH)
    • NPA may well be used by ICAO OPSP
    • Operations <550m RVR: definition (Cat I or Cat II?)
  • Objectives:
    • Enhance safety – especially CDFA
    • HUDLS / autoland
    • EVS
  • Who will be affected?
    • All JAR-OPS operators, and probably most GA
    • Training
    • New operational procedures
  • Options
    • Do nothing
    • Introduce Rule, but no reduction in RVR
    • Introduce Rule and reduce required RVR
    • Mandate CDFA / SAp, but no change in AOM
    • Mandate CDFA / SAp and change in AOM
  • Equity and Fairness:
    • Equal and fair procedures in Europe and USA
    • Regulation for new technologies
    • Lower minima depending on installed equipment
    • Europe’s need to ‘catch up’ with FAA
  • Impacts identified:
    • Safety
    • Economic
    • Harmonisation
    • Environmental
    • Social (nil)
    • Other Aviation Requirements
  • Consultation:
    • Industry
    • Flight-crew
    • FAA
    • Comments Response Document
  • Summary & Final Assessment
  • No major changes have been made since OST 05/2
  • Many of the items have been endorsed separately by the OST at various times in the past:
    • Circling ACJ
    • HUD material
    • NPA 20
    • NPA 41 (first draft)
  • This major reworking of Sub Part E is overdue and should be well received by the aviation community


Theo van de Ven (

Tim Price (