Page 299 - UK Air Operations Regulations (Consolidated) 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

(1) The flight crew member’s understanding of the academic training items should be
assessed by means of a written test or interactive CBT that records correct and
incorrect responses to phrased questions.
(2) The flight crew member’s understanding of the manoeuvre training items should be
assessed in a full flight simulator equipped with an ACAS display and controls
similar in appearance and operation to those in the aircraft the flight crew member
will fly, and the results assessed by a qualified instructor, inspector, or check airman.
The range of scenarios should include: corrective RAs; initial preventive RAs;
maintain rate RAs; altitude crossing RAs; increase rate RAs; RA reversals;
weakening RAs; and multi-threat encounters. The scenarios should also include
demonstrations of the consequences of not responding to RAs, slow or late
responses, and manoeuvring opposite to the direction called for by the displayed RA.
(3) Alternatively, exposure to these scenarios can be conducted by means of an
interactive CBT with an ACAS display and controls similar in appearance and
operation to those in the aircraft the pilot will fly. This interactive CBT should depict
scenarios in which real-time responses should be made and a record made of
whether or not each response was correct.
(j) ACAS recurrent training
(1) ACAS recurrent training ensures that flight crew members maintain the appropriate
ACAS knowledge and skills. ACAS recurrent training should be integrated into and/or
conducted in conjunction with other established recurrent training programmes. An
essential item of recurrent training is the discussion of any significant issues and
operational concerns that have been identified by the operator. Recurrent training
should also address changes to ACAS logic, parameters or procedures and to any
unique ACAS characteristics which flight crew members should be made aware of.
(2) It is recommended that the operator's recurrent training programmes using full flight
simulators include encounters with conflicting traffic when these simulators are
equipped with ACAS. The full range of likely scenarios may be spread over a 2-year
period. If a full flight simulator, as described above, is not available, use should be
made of interactive CBT that is capable of presenting scenarios to which pilot
responses should be made in real time.
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[1] ICAO Doc 8168 Procedures for Air Navigation Services-Aircraft Operations, Volume III - Aircraft
Operating Procedures, First Edition, 2018.
[2] ICAO Doc 4444-ATM/501 - PANS-ATM (Procedures for Air Navigation Services-Air Traffic
Management) (Fifteenth edition, Amendment 3).
CAT.OP.MPA.300 Approach and landing conditions — aeroplanes
Before commencing an approach to land, the commander shall be satisfied that, according to the
information available to him/her, the weather at the aerodrome and the condition of the runway or
FATO intended to be used should not prevent a safe approach, landing or missed approach, having
regard to the performance information contained in the operations manual.
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Centrik Regulations Admin note: This item was due to be amended by CIR (EU) 2019/1387 however,
the applicability date was delayed by CIR (EU) 2020/1176 until after the EU Exit date. Therefore, the
amendments did not enter into UK Law and were not applied to this item.
CAT.OP.MPA.300 AMC1 Approach and landing conditions
IN-FLIGHT DETERMINATION OF THE LANDING DISTANCE
The in-flight determination of the landing distance should be based on the latest available
meteorological or runway state report, preferably not more than 30 minutes before the expected
landing time.
CAT.OP.MPA.301 Approach and landing conditions — helicopters
________________________________________________________________________
Centrik Regulations Team note: This item was due to be amended by CIR (EU) 2019/1387 however,
the applicability date was delayed by CIR (EU) 2020/1176 until after the EU Exit date. Therefore, the
amendments did not enter into UK Law and were not applied to this item.
CAT.OP.MPA.303 In-flight check of the landing distance at time of arrival — aeroplanes
In-flight check of the landing distance at time of arrival — aeroplanes
(a) No approach to land shall be continued unless the landing distance available (LDA) on the
intended runway is at least 115% of the landing distance at the estimated time of landing,
determined in accordance with the performance information for the assessment of the
landing distance at time of arrival (LDTA) and the approach to land is performed with
performance class A aeroplanes that are certified in accordance with either of the following
certification specifications, as indicated in the type-certificate:
(1) CS-25 or equivalent;
(2) CS-23 at level 4 with performance level “High speed” or equivalent.
(b) For performance class A aeroplanes other than those referred to in point (a), no approach
to land shall be continued, except where:
(1) the LDA on the intended runway is at least 115% of the landing distance at the
estimated time of landing, determined in accordance with the performance
information for the assessment of the LDTA; or
(2) if performance information for the assessment of the LDTA is not available, the LDA
on the intended runway at the estimated time of landing is at least the required
landing distance determined in accordance with point CAT.POL.A.230 or point
CAT.POL.A.235, as applicable.
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