Page 254 - UK Air Operations Regulations 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

CAT.OP.MPA.130 AMC1 Noise abatement procedures — aeroplanes
NADP DESIGN
(a) For each aeroplane type, two departure procedures should be defined, in accordance with
ICAO Doc 8168 (Procedures for Air Navigation Services, ‘PANS-OPS’), Volume I:
(1) noise abatement departure procedure one (NADP 1), designed to meet the close-in
noise abatement objective; and
(2) noise abatement departure procedure two (NADP 2), designed to meet the distant
noise abatement objective.
(b) For each type of NADP (1 and 2), a single climb profile should be specified for use at all
aerodromes, which is associated with a single sequence of actions. The NADP 1 and
NADP 2 profiles may be identical.
CAT.OP.MPA.130 GM1 Noise abatement procedures — aeroplanes
TERMINOLOGY
(a) ‘Climb profile’ means in this context the vertical path of the NADP as it results from the
pilot’s actions (engine power reduction, acceleration, slats/flaps retraction).
(b) ‘Sequence of actions’ means the order in which these pilot’s actions are done and their
timing.
GENERAL
(c) The rule addresses only the vertical profile of the departure procedure. Lateral track has to
comply with the standard instrument departure (SID).
EXAMPLE
(d) For a given aeroplane type, when establishing the distant NADP, the operator should
choose either to reduce power first and then accelerate, or to accelerate first and then wait
until slats/flaps are retracted before reducing power. The two methods constitute two
different sequences of actions.
(e) For an aeroplane type, each of the two departure climb profiles may be defined by one
sequence of actions (one for close-in, one for distant) and two above aerodrome level
(AAL) altitudes/heights. These are:
(1) the altitude of the first pilot’s action (generally power reduction with or without
acceleration). This altitude should not be less than 800 ft AAL; or
(2) the altitude of the end of the noise abatement procedure. This altitude should usually
not be more than 3 000 ft AAL.
These two altitudes may be runway specific when the aeroplane flight management
system (FMS) has the relevant function which permits the crew to change thrust reduction
and/or acceleration altitude/height. If the aeroplane is not FMSequipped or the FMS is not
fitted with the relevant function, two fixed heights should be defined and used for each of
the two NADPs.
CAT.OP.MPA.131 Noise abatement procedures — helicopters
(a) The operator shall ensure that take-off and landing procedures take into account the need
to minimise the effect of helicopter noise.
(b) The procedures shall:
(1) ensure that safety has priority over noise abatement; and
(2) be simple and safe to operate with no significant increase in crew workload during
critical phases of flight.
CAT.OP.MPA.135 Routes and areas of operation — general
(a) The operator shall ensure that operations are only conducted along routes, or within areas,
for which:
(1) space-based facilities, ground facilities and services, including meteorological
services, adequate for the planned operation are provided;
(2) the performance of the aircraft is adequate to comply with minimum flight altitude
requirements;
(3) the equipment of the aircraft meets the minimum requirements for the planned
operation; and
(4) appropriate maps and charts are available.
(b) The operator shall ensure that operations are conducted in accordance with any restriction
on the routes or the areas of operation specified by the CAA.
(c) point (a)(1) shall not apply to operations under VFR by day of other-than complex motor-
powered aircraft on flights that depart from and arrive at the same aerodrome or operating
site.
CAT.OP.MPA.135 AMC1 Routes and areas of operation — general
RNAV 10
(a) Operating procedures and routes should take account of the RNAV 10 time limit declared
for the inertial system, if applicable, considering also the effect of weather conditions that
could affect flight duration in RNAV 10 airspace.
(b) The operator may extend RNAV 10 inertial navigation time by position updating. The
operator should calculate, using statistically-based typical wind scenarios for each planned
route, points at which updates can be made, and the points at which further updates will
not be possible.
CAT.OP.MPA.136 Routes and areas of operation — single-engined aeroplanes
Unless approved by the CAA in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED
TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall ensure
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