Page 247 - UK Air Operations Regulations (Consolidated) 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

(4) system of differential correction and monitoring (SDCM) planned by Russia;
(5) GPS aided geo augmented navigation (GAGAN) system, planned by India; and
(6) satellite navigation augmentation system (SNAS), planned by China.
CAT.OP.MPA.110(a) GM1 Aerodrome operating minima
INCREMENTS SPECIFIED BY THE CAA
Additional increments to the published minima may be specified by the CAA to take into account
certain operations, such as downwind approaches and single-pilot operations.
CAT.OP.MPA.115 Approach flight technique — aeroplanes
(a) All approaches shall be flown as stabilised approaches unless otherwise approved by the
CAA 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.
(2) Notwithstanding (1), another approach flight technique may be used for a particular
approach/runway combination if approved by the CAA. In such cases, the applicable
minimum runway visual range (RVR):
(i) shall be increased by 200 m for category A and B aeroplanes and by 400 m for
category C and D aeroplanes; or
(ii) for aerodromes where there is a public interest to maintain current operations
and the CDFA technique cannot be applied, shall be established and regularly
reviewed by the CAA taking into account the operator’s experience, training
programme and flight crew qualification.
CAT.OP.MPA.115 AMC1 Approach flight technique — aeroplanes
CONTINUOUS DESCENT FINAL APPROACH (CDFA)
(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. This descent path can be either:
(i) a recommended descent rate, based on estimated ground speed;
(ii) a descent path depicted on the approach chart; or
(iii) a descent path coded in the flight management system in accordance with the
approach chart descent path.
(2) The operator should either provide charts which depict the appropriate cross check
altitudes/heights with the corresponding appropriate range information, or such
information should be calculated and provided to the flight crew in an appropriate and
usable format. Generally, the MAPt is published on the chart.
(3) The approach should be flown as an SAp.
(4) The required descent path should be flown to the DA/H, observing any step-down
crossing altitudes if applicable.
(5) This DA/H should take into account any add-on to the published minima as identified
by the operator’s management system and should be specified in the OM
(aerodrome operating minima).
(6) During the descent, the pilot monitoring should announce crossing altitudes as
published fixes and other designated points are crossed, giving the appropriate
altitude or height for the appropriate range as depicted on the chart. The pilot flying
should promptly adjust the rate of descent as appropriate.
(7) The operator should establish a procedure to ensure that an appropriate callout is
made when the aeroplane is approaching DA/H. If the required visual references are
not established at DA/H, the missed approach procedure is to be executed promptly.
(8) The descent path should ensure that little or no adjustment of attitude or
thrust/power is needed after the DA/H to continue the landing in the visual segment.
(9) The missed approach should be initiated no later than reaching the MAPt or at the
DA/H, whichever comes first. The lateral part of the missed approach should be
flown via the MAPt unless otherwise stated on the approach chart.
(b) Flight techniques conditions:
(1) The approach should be considered to be fully stabilised when the aeroplane is:
(i) tracking on the required approach path and profile;
(ii) in the required configuration and attitude;
(iii) flying with the required rate of descent and speed; and
(iv) flying with the appropriate thrust/power and trim.
(2) The aeroplane is considered established on the required approach path at the
appropriate energy for stable flight using the CDFA technique when:
(i) it is tracking on the required approach path with the correct track set,
approach aids tuned and identified as appropriate to the approach type flown
and on the required vertical profile; and
(ii) it is at the appropriate attitude and speed for the required target rate of descent
(ROD) with the appropriate thrust/power and trim.
(3) Stabilisation during any straight-in approach without visual reference to the ground
should be achieved at the latest when passing 1 000 ft above runway threshold
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