CAT.POL.A.255 Approval of reduced required landing distance operations

AEROPLANE ELIGIBILITY The factors required by CAT.POL.A.230(a)(1) or (a)(2), as applicable, provide an operational safety margin to take into account landing distance operational variability in normal operations compared to the conditions and procedures set out to determine the actual landing distances during the certification of the aeroplane. The reduction of this margin, allowed when operating with reduced required landing distance, is based on a set of mitigating conditions required by CAT.POL.A.255. However, if the factors required by CAT.POL.A.230(a)(1) or (a)(2), as applicable, have been used during the certification of the aeroplane to demonstrate compliance with certification standards such as, but not limited to, CS 25.1309 or equivalent, the aeroplane is not eligible for a reduction of the margin provided by those factors. Furthermore, certification methods offer different options for the determination of the air distance portion of the landing distance in terms of assumption that can be made for parameters such as, but not limited to, glide path angle and sink rate at touchdown. The assumptions made during the certification of the aeroplane may increase the landing distance operational variability in normal operations. The effect of parameters such as temperature or runway slope, when these were not considered during certification, may as well increase the landing distances achievable in normal operations. Overall, the set of assumptions made during the certification of the aeroplane may not be always compatible with the operational safety margin reduction allowed in reduced required landing distance operations under CAT.POL.A.255. Whether the factors required by CAT.POL.A.230(a)(1) or (a)(2), as applicable, have been used to demonstrate compliance with certification standards, or the set of assumptions made to determine actual landing distances during the certification of the aeroplane are compatible with reduced landing distance operations, may be only declared by the aeroplane manufacturer or by the TC/STC holder.

NON-SCHEDULED ON-DEMAND COMMERCIAL AIR TRANSPORT (CAT) OPERATIONS For the purpose of reduced required landing distance operations, non-scheduled on-demand CAT operations are those CAT operations conducted upon request of the customer. Non-scheduled on-demand CAT operations eligible for reduced required landing distance operations do not include holiday charters, i.e. charter flights that are part of a holiday travel package.

EQUIVALENT LEVEL OF SAFETY A level of safety equivalent to that intended by CAT.POL.A.230(a)(1) or CAT.POL.A.230(a)(2), as applicable, may be achieved when conducting reduced required landing distance operations if mitigating measures are established and implemented. Such measures should address flight crew, aircraft characteristics and performance, aerodromes and operations. It is, however, essential that all conditions established are adhered to as it is the combination of said conditions that achieves the intended level of safety. The operator should in fact also consider the interrelation of the various mitigating measures. The mitigating measures may be determined by the operator by using a risk assessment or by fulfilling all the conditions established under CAT.POL.A.255(b)(2). An operator willing to establish a set of conditions different from those under CAT.POL.A.255(b)(2) needs to demonstrate to the competent authority the equivalent level of safety through a risk assessment. The risk assessment required by CAT.POL.A.255(b)(1) should include at least the following elements:

(a)flight crew qualification in terms of training, checking and recency;

(b)flight crew composition;

(c)runway surface conditions;

(d)dispatch criteria;

(e)weather conditions and limitations, including crosswind;

(f)aerodrome characteristics, including available approach guidance;

(g)aeroplane characteristics and limitations;

(h)aeroplane equipment and systems affecting landing performance;

(i)aeroplane performance data;

(j)operating procedures and operating minima; and

(k)analysis of operator’s performance and occurrence reports related to unstable approaches and long landings. The competent authority may require other mitigating measures in addition to those proposed by the operator.

GENERAL

(a)The operator should ensure that flight crew training programmes for reduced required landing distance operations include ground training, flight simulation training device (FSTD), and/or flight training.

(b)Flight crew with no reduced required landing distance operations experience should have completed the full training programme of (a) above.

(c)Flight crew with previous reduced required landing distance operations experience of a similar type of operation with another EU operator, may undertake the following:

(1)an abbreviated ground training course if operating an aircraft of a type or class different from that of the aircraft on which the previous reduced required landing distance operations experience was gained;

(2)an abbreviated ground, FSTD and/or flight training course if operating the same type or class and variant of the same aircraft type or class on which the previous reduced required landing distance operations experience was gained; this course should include at least the provisions of the conversion training contained in this AMC; the operator may reduce the number of approaches/landings required by the conversion training if the type/class or the variant of the aircraft type or class has the same or similar operating procedures, handling characteristics and performance characteristics as the previously operated aircraft type or class.

(d)Flight crew with reduced required landing distance operations experience with the operator may undertake an abbreviated ground, FSTD and/or flight training course according to the following conditions:

(1)when changing aircraft type or class, the abbreviated course should include at least the content of the conversion training;

(2)when changing to a different variant of aircraft within the same type or class rating that has the same or similar operating procedures, handling characteristics and performance characteristics, as the previously operated aircraft type or class, a difference course or familiarisation appropriate to the change of variant should fulfil the abbreviated course’s purposes; and

(3)when changing to a different variant of aircraft within the same type or class rating that has significantly different operating procedures, handling characteristics and performance characteristics, the abbreviated course should include the content of the conversion training.

GROUND TRAINING

(a)The initial ground training course for reduced required landing distance operations should include at least the following:

(1)operational procedures and limitations, including flight preparation and planning;

(2)characteristics of the runway visual aids and runway markings;

(3)aircraft performance related to reduced required landing distance operations, including:

(i)aircraft-specific decelerating devices and equipment;

(ii)items that increase the aircraft landing distance, e.g. excess speed at touchdown, threshold crossing height, delayed brake application, delayed spoiler/speed brake or thrust reverser application; and

(iii)runway surface conditions;

(4)in-flight assessment of landing performance, including maximum landing masses and runway conditions;

(5)stabilised approach criteria;

(6)correct vertical flight path after the DA/MDA;

(7)correct flare, touchdown and braking techniques;

(8)touchdown within the appropriate touchdown zone;

(9)recognition of failure of aircraft equipment affecting aircraft performance, and action to be taken in that event;

(10)flight crew task allocation and pilot monitoring duties, including monitoring of the activation of deceleration devices;

(11)go-around/balked-landing criteria and decision-making;

(12)selection of precision approaches versus non-precision approaches if both are available; and

(13)qualification requirements for pilots to obtain and retain reduced required landing distance operations, including aerodrome landing analysis programme (ALAP) procedures.

FSTD TRAINING AND/OR FLIGHT TRAINING

(a)FSTD and/or flight training should be undertaken by all flight crew on flight duty at the controls during landing when performing reduced required landing distance operations.

(b)FSTD and/or flight training for reduced required landing distance operations should include checks of equipment functionality, both on the ground and in flight.

(c)Initial reduced required landing distance operations training should consist of a minimum of two approaches and landings to include at least the following exercises which may be combined:

(1)an approach and landing at the maximum landing mass;

(2)an approach and landing without the use of visual approach;

(3)a landing on a wet runway;

(4)a landing with crosswind;

(5)a malfunction of a stopping device on landing; and

(6)a go-around/balked landing.

(d)Special emphasis should be given to the following items:

(1)in-flight assessment of landing performance;

(2)stabilised approach, recognition of an unstable approach and, consequentially, a go-around;

(3)flight crew task allocation and pilot monitoring duties, including monitoring of the activation of deceleration devices;

(4)timely and correct activation of deceleration devices;

(5)correct flare technique; and

(6)landing within the appropriate touchdown zone.

CONVERSION TRAINING Flight crew members should complete the following reduced required landing distance operations training if converting to a new type or class or variant of aircraft in which reduced required landing distance operations will be conducted.

(a)Ground training, taking into account the flight crew member’s reduced required landing distance operations experience.

(b)FSTD training and/or flight training.

RECURRENT TRAINING AND CHECKING

(a)The operator should ensure that in conjunction with the normal recurrent training and operator’s proficiency checks, the pilot’s knowledge and ability to perform the tasks associated with reduced required landing distance operations are adequate.

(b)The items of the ground training should cover a 3-year period.

(c)An annual reduced required landing distance operations training should consist of a minimum of two approaches and landings so that it includes at least the following exercises which may be combined:

(1)an approach and landing at the maximum landing mass;

(2)an approach and landing without the use of visual approach;

(3)a landing on a wet runway;

(4)a malfunction of a stopping device on landing; and

(5)a go-around/balked landing.

(6)Operations in crosswind conditions

FLIGHT CREW QUALIFICATION AND EXPERIENCE

(a)Flight crew qualification and experience are specific to the operator and type of aircraft operated.

(b)The operator should ensure that each flight crew member successfully completes the specified FSTD and/or flight training before conducting reduced required landing distance operations.

(c)The operator should ensure that no inexperienced flight crew members, as defined in AMC1.ORO.FC.200(a), perform an approach and landing with reduced required landing distance operations.

MONITORING

(a)Reduced required landing distance operations should be continuously monitored by the operator to detect any undesirable trends before they become hazardous.

(b)A flight data monitoring (FDM) programme, as required by ORO.AOC.130, is an acceptable method to monitor operational risks related to reduced required landing distance operations.

(c)When an FDM programme is in use, it should include FDM events or FDM measurements relevant for monitoring the risk of runway excursions at landing.

(d)When FDM is neither required by ORO.AOC.130, nor implemented on a voluntary basis, flight crew reports should be used. Specific guidance for reporting events and exceedances during reduced required landing distance operations should be provided to the flight crew.

GENERAL Flight crew training should be conducted preferably at aerodromes representative of the intended operations. An FSTD generic aerodrome with the same characteristics of an aerodrome requiring the reduced required landing distance is also acceptable for the initial and recurrent training.

MONITORING

(a)Although ORO.AOC.130 requires an FDM programme only for aeroplanes with a maximum certified take-off mass (MCTOM) of more than 27 000 kg, FDM may be used voluntarily on aeroplanes having a lower MCTOM. It is recommended for all operators conducting reduced required landing distance operations.

(b)Guidance on the definition of FDM events and FDM measurements relevant for monitoring the risk of runway excursion at landing may be found in the publications of the European Operators Flight Data Monitoring (EOFDM) forum.

AERODROME LANDING ANALYSIS PROGRAMME (ALAP) The intent of an ALAP is to ensure that the aerodrome critical data related to landing performance in reduced required landing distance operations is known and taken into account in order to avoid any further increase of the landing distance. Two important aerodrome-related variables largely contribute to increasing the landing distance: landing (ground) speed and deceleration capability. Related factors to consider should include at least the following elements:

(a)Topography Terrain around the aerodrome should be considered. High, fast-rising terrain may require special approach or decision points, missed approach or balked landing procedures and may affect landing performance. Aerodromes located on top of hilly terrain or downwind of mountainous terrain may occasionally experience conditions of wind shear and gusts. Such conditions are particularly relevant during the landing manoeuvre, particularly during the flare, and may increase landing distance.

(b)Runway conditions Runway characteristics, such as unknown slope and surface composition, can cause the actual landing distance to be longer than the calculated landing distance. The braking action always impacts the landing distance required as it deteriorates. To this regard, consideration should be given to, and information obtained on, the maintenance status of the runway, as a wet runway surface may be significantly degraded due to poor aerodrome maintenance.

(c)Aerodrome or area weather Some aerodromes may not have current weather reports and forecast available for flight planning. Others may have automated observations for operational use. Others may depend on the weather forecast of a nearby aerodrome. Area forecasts are also valuable in evaluating weather conditions for a particular operation. Comparing forecasted conditions to current conditions provides insight on upcoming changes as weather systems move and forecasts are updated. Longer flight segments may lean more heavily on the forecast for the estimated time of arrival (ETA), as current conditions may change significantly as weather systems move. The most important factors that should be considered are contained in AMC1 CAT.OP.MPA.300(a), AMC1 CAT.OP.MPA.311, GM1 CAT.OP.MPA.311, GM1 CAT.OP.MPA.303 and GM2 CAT.OP.MPA.303.

(d)Adverse weather Adverse weather conditions include, but are not restricted to, thunderstorms, showers, downbursts, squall lines, tornadoes, moderate or severe turbulence on approach, heavy precipitation, wind shear and icing conditions. In general, all weather phenomena having the potential to increase the landing distance should be carefully assessed. Among these, tailwind is particularly relevant. Wind variations should be carefully monitored as they may lead to variations in the reported and/or actual wind at the touchdown zone. Due consideration should be given also to the crosswind perpendicular to the landing runway as a slight variation in the direction of the crosswind may result in a considerable tailwind component.

(e)Runway safety margins Displaced thresholds, aerodrome construction, and temporary obstacles (such as cranes and drawbridges) may impact the runway length available for landing. Notices to airmen (NOTAMs) must be consulted during the flight preparation. Another safety margin is the size and adequacy of the runway strip and the runway end safety area (RESA). A well-designed and well-maintained runway strip and RESA decrease the risk of damaging the aircraft in case of a runway excursion. ICAO Annex 14 provides the Standards and Recommended Practices (SARPs) to this regard.

AERODROME LANDING ANALYSIS PROGRAMME (ALAP) — AERODROME FACILITIES The ALAP may also consider the services that are available at the aerodrome. Services such as communications, maintenance, and fuelling, availability of adequate rescue and firefighting services (RFFS) and medical services may have an impact on operations to and from that aerodrome, though not directly related to the landing distance. It is also worth considering whether the aerodrome is only meeting ICAO and national standards or also ICAO recommendations, as well as when the aerodrome bearing ratios are below the design and maintenance criteria indicated in ICAO Doc 9157 ‘Aerodrome Design Manual’.

EQUIPMENT AFFECTING LANDING PERFORMANCE Equipment affecting landing performance typically includes flaps, slats, spoilers, brakes, anti-skid, autobrakes, reversers, etc. The operator should establish procedures to identify, based on the aircraft characteristics, those systems and the equipment that are performance relevant, and to ensure that they are verified to be operative before commencing the flight. Appropriate entries should be included in the minimum equipment list (MEL) to prohibit dispatch with such equipment inoperative when conducting reduced required landing distance operations.

EQUIPMENT AFFECTING LANDING PERFORMANCE Should any item of equipment affecting landing performance become inoperative during flight, the failure will be dealt with in accordance with the abnormal/emergency procedures established in the OM and, based on the prevailing conditions for the remainder of the flight, the commander will decide upon the discontinuation of the planned operation of reduced required landing distance.

RECENCY Flight crew conducting reduced landing distance operations should perform at least two landings with reduced landing distance, either in actual operations or in an FSTD, performed within the validity period of the operator proficiency check (OPC).

ADDITIONAL AERODROME CONDITIONS

(a)Operators should establish procedures to ensure that:

(1)the aerodrome information is obtained from an authoritative source, or when this is not available, from a source that has been verified by the operator to meet quality standards that are adequate for the intended use;

(2)any change reducing landing distances that has been declared by the aerodrome operator has been taken into account; and

(3)no steep approaches, screen heights lower than 35 ft or higher than 60 ft, operations outside the stabilised approach criteria, or low-visibility operations are required at the aerodrome when reduced required landing distance operations are conducted.

(b)Additional aerodrome conditions related to aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations, as well as operating limitations, should also be taken into account.

(c)When assessing the aerodrome characteristics and the level of risk of the aeroplane undershooting or overrunning the runway, the operator should consider the nature and location of any hazard beyond the runway end, including the topography and obstruction environment beyond the runway strip, the length of the RESA and the effectiveness of any other mitigation measures that may be in place to reduce the likelihood and the consequences of a runway overrun.