Page 781 - UK Air Operations Regulations 201121

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~ Regulation SPO - ANNEX VIII - Specialised Operations Centrik

flight will be approximately 6 deg when the true airspeed (TAS) is
150 kt, 4 deg at 250 kt, and 2 deg at 500 kt. (These angles are
derived from the formula: 1000 divided by TAS.)
(F) Recognition of altitude crossing encounters and the proper response to
these RAs.
(G) For preventive RAs, the vertical speed needle or pitch attitude
indication should remain outside the red area on the RA display.
(H) For maintain rate RAs, the vertical speed should not be reduced. Pilots
should recognise that a maintain rate RA may result in crossing
through the intruder's altitude.
(I) When the RA weakens, or when the green 'fly to' indicator changes
position, the pilot should initiate a return towards the original clearance,
and when ‘clear of conflict’ is annunciated, the pilot should complete
the return to the original clearance.
(J) The controller should be informed of the RA as soon as time and
workload permit, using the standard phraseology.
(K) When possible, an ATC clearance should be complied with while
responding to an RA. For example, if the aircraft can level at the
assigned altitude while responding to RA (an ‘adjust vertical speed’ RA
(version 7) or ‘level off’ (version 7.1), it should be done; the horizontal
(turn) element of an ATC instruction should be followed.
(L) Knowledge of the ACAS multi-aircraft logic and its limitations, and that
ACAS can optimise separations from two aircraft by climbing or
descending towards one of them. For example, ACAS only considers
intruders that it considers to be a threat when selecting an RA. As
such, it is possible for ACAS to issue an RA against one intruder that
results in a manoeuvre towards another intruder that is not classified
as a threat. If the second intruder becomes a threat, the RA will be
modified to provide separation from that intruder.
(i) ACAS initial evaluation
(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 an interactive CBT that is capable of presenting scenarios to which pilot
responses should be made in real-time.
SPO.OP.210 Approach and landing conditions — aeroplanes
Before commencing an approach to land, the pilot-in-command shall be satisfied that, according to
the information available, the weather at the aerodrome or the operating site and the condition of the
runway intended to be used would not prevent a safe approach, landing or missed approach.
SPO.OP.210 AMC1 Approach and landing conditions — aeroplanes and helicopters
LANDING DISTANCE/FATO SUITABILITY
The in-flight determination of the landing distance/FATO suitability should be based on the latest
available meteorological report, or the locally observed conditions where appropriate.
SPO.OP.211 Approach and landing conditions — helicopters
Before commencing an approach to land, the pilot-in-command shall be satisfied that, according to
the information available, the weather at the aerodrome or the operating site and the condition of the
final approach and take-off area (FATO) intended to be used would not prevent a safe approach,
landing or missed approach.
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