SPO.OP.235 EFVS 200 operations

GENERAL

(a)EFVS operations exploit the improved visibility provided by the EFVS to extend the visual segment of an instrument approach. EFVSs cannot be used to extend the instrument segment of an approach and thus the DH for EFVS 200 operations is always the same as for the same approach conducted without EFVS.

(b)Equipment for EFVS 200 operations

(1)In order to conduct EFVS 200 operations, a certified EFVS is used (EFVS-A or EFVS-L). An EFVS is an enhanced vision system (EVS) that also incorporates a flight guidance system and displays the image on a HUD or equivalent display. The flight guidance system will incorporate aircraft flight information and flight symbology.

(2)In multi-pilot operations, a suitable display of EFVS sensory imagery is provided to the pilot monitoring.

(c)Suitable approach procedures

(1)Types of approach operation are specified in AMC1 SPO.OP.235(a)(2). EFVS 200 operations are used for 3D approach operations. This may include operations based on NPA procedures, approach procedures with vertical guidance and PA procedures including approach operations requiring specific approvals, provided that the operator holds the necessary approvals.

(2)Offset approaches Refer to AMC1 SPO.OP.235(a)(2).

(3)Circling approaches EFVSs incorporate a HUD or an equivalent system so that the EFVS image of the scene ahead of the aircraft is visible in the pilot’s forward external FOV. Circling operations require the pilot to maintain visual references that may not be directly ahead of the aircraft and may not be aligned with the current flight path. EFVSs cannot therefore be used in place of natural visual reference for circling approaches.

(d)Aerodrome operating minima for EFVS 200 operations are determined in accordance with AMC1 SPO.OP.235(a)(8). The performance of EFVSs depends on the technology used and weather conditions encountered. Table 1 ‘Operations utilising EFVS: RVR reduction’ has been developed after an operational evaluation of two different EVSs, both using infrared sensors, along with data and support provided by the FAA. Approaches were flown in a variety of conditions including fog, rain and snow showers, as well as at night to aerodromes located in mountainous terrain. Table 1 contains conservative figures to cater for the expected performance of infrared sensors in the variety of conditions that might be encountered. Some systems may have better capability than those used for the evaluation, but credit cannot be taken for such performance in EFVS 200 operations.

(e)The conditions for commencement and continuation of the approach are in accordance with SPO.OP.215. Pilots conducting EFVS 200 operations may commence an approach and continue that approach below 1 000 ft above the aerodrome or into the FAS if the reported RVR or CMV is equal to or greater than the lowest RVR minima determined in accordance with AMC1 SPO.OP.235(a)(8) and if all the conditions for the conduct of EFVS 200 operations are met. Should any equipment required for EFVS 200 operations be unserviceable or unavailable, the conditions to conduct EFVS 200 operations would not be satisfied, and the approach should not be commenced. In the event of failure of the equipment required for EFVS 200 operations after the aircraft descends below 1 000 ft above the aerodrome or into the FAS, the conditions of SPO.OP.230 would no longer be satisfied unless the RVR reported prior to commencement of the approach was sufficient for the approach to be flown without the use of EFVS in lieu of natural vision.

(f)EFVS image requirements at the DA/H are specified in AMC1 SPO.OP.235(a)(4). The requirements for features to be identifiable on the EFVS image in order to continue approach below the DH are more stringent than the visual reference requirements for the same approach flown without EFVS. The more stringent standard is needed because the EFVS might not display the colour of lights used to identify specific portions of the runway and might not consistently display the runway markings. Any visual approach path indicator using colourcoded lights may be unusable.

(g)Obstacle clearance in the visual segment The ‘visual segment’ is the portion of the approach between the DH or the MAPt and the runway threshold. In the case of EFVS 200 operations, this part of the approach may be flown using the EFVS image as the primary reference and obstacles may not always be identifiable on an EFVS image. The operational assessment specified in AMC1 SPO.OP.235(a)(2) is therefore required to ensure obstacle clearance during the visual segment.

(h)Visual reference requirements at 200 ft above the threshold For EFVS 200 operations, natural visual reference is required by a height of 200 ft above the runway threshold. The objective of this requirement is to ensure that the pilot will have sufficient visual reference to land. The visual reference should be the same as that required for the same approach flown without the use of EFVS. Some EFVSs may have additional requirements that have to be fulfilled at this height to allow the approach to continue, such as a requirement to check that elements of the EFVS display remain correctly aligned and scaled to the external view. Any such requirements will be detailed in the AFM and included in the operator’s procedures.

(i)Specific approval for EFVS In order to use EFVS without natural visual reference below 200 ft above the threshold, the operator needs to hold a specific approval in accordance with Part-SPA.

(j)Go-around A go-around will be promptly executed if the required visual references are not maintained on the EFVS image at any time after the aircraft has descended below the DA/H or if the required visual references are not distinctly visible and identifiable using natural vision after the aircraft is below 200 ft. It is considered more likely that an EFVS 200 operation could result in the initiation of a go-around below the DA/H than the equivalent approach flown without EFVS and thus the operational assessment required by AMC1 SPO.OP.235(a)(2) takes into account the possibility of a balked landing. An obstacle free zone (OFZ) may also be provided for CAT I PA procedures. Where an OFZ is not provided for a CAT I precision approach, this will be indicated on the approach chart. NPA procedures and approach procedures with vertical guidance provide obstacle clearance for the missed approach based on the assumption that a go-around is executed at the MAPt and not below the MDH.

EQUIPMENT CERTIFICATION For EFVS 200 operations, the aircraft should be equipped with an approach system using EFVS-A or a landing system using EFVS-L.

AERODROMES AND INSTRUMENT PROCEDURES SUITABLE FOR EFVS 200 OPERATIONS

(a)For EFVS 200 operations, the operator should verify the suitability of a runway before authorising EFVS operations to that runway through an operational assessment taking into account the following elements:

(1)the obstacle situation;

(2)the type of aerodrome lighting;

(3)the available IAPs;

(4)the aerodrome operating minima; and

(5)any non-standard conditions that may affect the operations.

(b)EFVS 200 operations should only be conducted as 3D operations, using an IAP in which the final approach track is offset by a maximum of 3 degrees from the extended centre line of the runway.

(c)The IAP should be designed in accordance with PANS-OPS, Volume I (ICAO Doc 8168) or equivalent criteria.

VERIFICATION OF THE SUITABILITY OF RUNWAYS FOR EFVS 200 OPERATIONS The operational assessment before authorising the use of a runway for EFVS 200 operations may be conducted as follows:

(a)Check whether the runway has been promulgated as suitable for EFVS 200 operations or is certified as a PA category II or III runway by the State of the aerodrome. If this is so, then check whether and where the approach and runway lights installed (notably incandescent or LED lights) are adequate for the EFVS equipment used by the operator.

(b)If the check in point (a) above comes out negative (the runway is not promulgated as EFVS suitable or is not category II or III), then proceed as follows:

(1)For straight-in IAPs, US Standard for Terminal Instrument Procedures (TERPS) may be considered to be acceptable as an equivalent to PANS-OPS. If other design criteria than PANSOPS or US TERPS are used, the operations should not be conducted.

(2)If an OFZ is established, this will ensure adequate obstacle protection from 960 m before the threshold. If an OFZ is not established or if the DH for the approach is above 250 ft, then check whether there is a visual segment surface (VSS).

(3)VSSs are required for procedures published after 15 March 2007, but the existence of the VSS has to be verified through an aeronautical information publication (AIP), operations manual Part C, or direct contact with the aerodrome. Where the VSS is established, it may not be penetrated by obstacles. If the VSS is not established or is penetrated by obstacles and an OFZ is not established, then the operations should not be conducted. Note: obstacles of a height of less than 50 ft above the threshold may be disregarded when assessing the VSS.

(4)Runways with obstacles that require visual identification and avoidance should not be accepted.

(5)For the obstacle protection of a balked landing where an OFZ is not established, the operator may specify that pilots follow a departure procedure in the event of a balked landing, in which case it is necessary to verify that the aircraft will be able to comply with the climb gradients published for the instrument departure procedures for the expected landing conditions.

(6)Perform an assessment of the suitability of the runway which should include whether the approach and runway lights installed (notably incandescent or LED lights) are adequate for the EFVS equipment used by the operator.

(c)If the AFM stipulates specific requirements for approach procedures, then the operational assessment should verify that these requirements can be met.

INITIAL TRAINING FOR EFVS 200 OPERATIONS Operators should ensure that flight crew members complete the following conversion training before being authorised to conduct EFVS operations unless credits related to training and checking for previous experience on similar aircraft types are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012:

(a)A course of ground training including at least the following:

(1)characteristics and limitations of head-up displays (HUDs) or equivalent display systems including information presentation and symbology;

(2)EFVS sensor performance in different weather conditions, sensor limitations, scene interpretation, visual anomalies and other visual effects;

(3)EFVS display, control, modes, features, symbology, annunciations and associated systems and components;

(4)the interpretation of EFVS imagery;

(5)the interpretation of approach and runway lighting systems and display characteristics when using EFVS;

(6)pre-flight planning and selection of suitable aerodromes and approach procedures;

(7)principles of obstacle clearance requirements;

(8)the use and limitations of RVR assessment systems;

(9)normal, abnormal and emergency procedures for EFVS 200 operations;

(10)the effect of specific aircraft/system malfunctions;

(11)human factors aspects of EFVS 200 operations; and

(12)qualification requirements for pilots to obtain and retain approval for EFVS 200 operations.

(b)A course of FSTD training and/or flight training in two phases as follows:

(1)Phase one (EFVS 200 operations with aircraft and all equipment serviceable) — objectives:

(i)understand the operation of equipment required for EFVS 200 operations;

(ii)understand operating limitations of the installed EFVS;

(iii)practise the use of HUD or equivalent display systems;

(iv)practise the set-up and adjustment of EFVS equipment in different conditions (e.g. day and night);

(v)practise the monitoring of automatic flight control systems, EFVS information and status annunciators;

(vi)practise the interpretation of EFVS imagery;

(vii)become familiar with the features needed on the EFVS image to continue approach below the DH;

(viii)practise the identification of visual references using natural vision while using EFVS equipment;

(ix)master the manual aircraft handling relevant to EFVS 200 operations including, where appropriate, the use of the flare cue and guidance for landing;

(x)practise coordination with other crew members; and

(xi)become proficient at procedures for EFVS 200 operations.

(2)Phase one of the training should include the following exercises:

(i)the required checks for satisfactory functioning of equipment, both on the ground and in flight;

(ii)the use of HUD or equivalent display systems during all phases of flight;

(iii)approach using the EFVSs installed on the aircraft to the appropriate DH and transition to visual flight and landing;

(iv)approach with all engines operating using the EFVS, down to the appropriate DH followed by a missed approach, all without external visual reference, as appropriate.

(3)Phase two (EFVS 200 operations with aircraft and equipment failures and degradations) — objectives:

(i)understand the effect of known aircraft unserviceabilities including use of the MEL;

(ii)understand the effect of failed or downgraded equipment on aerodrome operating minima;

(iii)understand the actions required in response to failures and changes in the status of the EFVS including HUD or equivalent display systems;

(iv)understand the actions required in response to failures above and below the DH;

(v)practise abnormal operations and incapacitation procedures; and

(vi)become proficient at dealing with failures and abnormal situations during EFVS 200 operations.

(4)Phase two of the training should include the following exercises:

(i)approaches with engine failures at various stages of the approach;

(ii)approaches with failures of the EFVS at various stages of the approach, including failures between the DH and the height below which an approach should not be continued if natural visual reference is not acquired, require either:

(A)reversion to head down displays to control missed approach; or

(B)reversion to flight with downgraded or no guidance to control missed approaches from the DH or below, including those which may result in a touchdown on the runway;

(iii)incapacitation procedures appropriate to EFVS 200 operations;

(iv)failures and procedures applicable to the specific EFVS installation and aircraft type; and

(v)FSTD training, which should include minimum eight approaches.

RECURRENT TRAINING AND CHECKING FOR EFVS 200 OPERATIONS

(a)The operator should ensure that the pilots are competent to perform EFVS 200 operations. To do so, pilots should be trained every 6 months by performing at least two approaches on each type of aircraft operated.

(b)The operator should ensure that the pilots’ competence to perform EFVS 200 operations is checked at each required operator proficiency check by performing at least two approaches on each type of aircraft operated, of which one should be flown without natural vision to 200 ft.

RECENT EXPERIENCE REQUIREMENTS FOR EFVS 200 OPERATIONS Pilots should complete a minimum of four approaches using the operator’s procedures for EFVS 200 operations during the validity period of the periodic operator proficiency check unless credits related to currency are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012.

DIFFERENCES TRAINING FOR EFVS 200 OPERATIONS

(a)The operator should ensure that the flight crew members authorised to conduct EFVS 200 operations are provided with differences training or familiarisation whenever there is a change to any of the following:

(1)the technology used in the flight guidance and flight control system;

(2)the HUD or equivalent display systems;

(3)the operating procedures.

(b)The differences training should:

(1)meet the objectives of the appropriate initial training course;

(2)take into account the flight crew members’ previous experience; and

(3)take into account the operational suitability data established in accordance with Regulation (EU) No 748/2012.

TRAINING FOR EFVS 200 OPERATIONS If a flight crew member is to be authorised to operate as pilot flying and pilot monitoring during EFVS 200 operations, then the flight crew member should complete the required FSTD training for each operating capacity.

RECURRENT CHECKING FOR EFVS 200 OPERATIONS In order to provide the opportunity to practise decision-making in the event of system failures and failure to acquire natural visual reference, the recurrent training and checking for EFVS 200 operations is recommended to periodically include different combinations of equipment failures, go-around due to loss of visual reference, and landings.

OPERATING PROCEDURES FOR EFVS 200 OPERATIONS

(a)For EFVS 200 operations, the following should apply:

(1)the pilot flying should use the EFVS throughout the approach;

(2)in multi-pilot operations, a suitable display of EFVS sensory imagery should be provided to the pilot monitoring;

(3)the approach between the FAF and the DA/H should be flown using vertical flight path guidance;

(4)the approach may be continued below the DA/H provided that the pilot can identify on the EFVS image either:

(i)the approach light system; or

(ii)both of the following:

(A)the runway threshold identified by the beginning of the runway landing surface, the threshold lights or the runway end identifier lights; and

(B)the TDZ identified by the TDZ lights, the TDZ runway markings or the runway lights;

(5)a missed approach should be executed promptly if the required visual reference is not distinctly visible and identifiable to the pilot without reliance on the EFVS by 200 ft above the threshold.

(b)Operating procedures for EFVS 200 operations should:

(1)be consistent with the AFM;

(2)be appropriate to the technology and equipment to be used;

(3)specify the duties and responsibilities of each flight crew member in each relevant phase of flight;

(4)ensure that flight crew workload is managed to facilitate effective decision-making and monitoring of the aircraft; and

(5)deviate to the minimum extent practicable from normal procedures used for routine operations.

(c)Operating procedures should include:

(1)the required checks for the satisfactory functioning of the aircraft equipment, both before departure and in flight;

(2)the correct seating and eye position;

(3)determination of aerodrome operating minima;

(4)the required visual references at the DH;

(5)the action to be taken if natural visual reference is not acquired by 200 ft;

(6)the action to be taken in the event of loss of the required visual reference; and

(7)procedures for balked landing.

(d)Operating procedures for EFVS 200 operations should be included in the operations manual.

AERODROME OPERATING MINIMA — EFVS 200 OPERATIONS When conducting EFVS 200 operations:

(a)the DA/H used should be the same as for operations without EFVS;

(b)the lowest RVR minima to be used should be determined by reducing the RVR presented in:

(1)Table 8 in AMC5 SPO.OP.110 in accordance with Table 1 below for aeroplanes;

(2)Table 12 of AMC6 SPO.OP.110 in accordance with Table 1 below for helicopters;

(c)in case of failed or downgraded equipment, Table 15 in AMC9 SPO.OP.110 should apply. Table 1 Operations utilising EFVS: RVR reduction

EVFS 200 WITH LEGACY SYSTEMS UNDER AN APPROVAL The EVS should be certified before 1 January 2022 as ‘EVS with an operational credit’.

The competent authority referred to in SPO.OP.235 point (c) is the competent authority for the oversight of the operator, as established in ORO.GEN.105.