AWO.B.SACATI.101 CS AWO.B.SACATI.101 Applicability

This section is applicable to aeroplanes for which certification is sought to allow the performance of approaches with DHs below 60 m (200 ft) down to 45 m (150 ft) -Special Authorisation Category I (SA CAT I) operations, using a precision approach system as defined in ICAO Annex 10, which has outputs indicating the magnitude and sense of deviation from a preset azimuth and elevation angle giving equivalent operational characteristics to those of a conventional ILS. (See AMC AWO.B.SACATI.101)

[Issue: CS-AWO/2]

AMC AWO.B.SACATI.101(a) Applicability and terminology

ED Decision 2022/007/R

An aeroplane with a basic airworthiness approval for IFR operations is eligible to perform xLS precision approaches down to a DH of 60 m (200 ft), assuming that the necessary navigation receiver(s) and instruments and their installation have been approved. The purpose of this Section is to specify the supplementary airworthiness requirements for the performance of approaches on authorised Category I xLS runways with DHs below 60 m (200 ft) down to 45 m (150 ft). Authorised runway criteria include xLS categories that are suitable for the intended operation and the pre-threshold terrain is compatible with the use of a radio altimeter (or other device capable of providing equivalent performance and integrity level) at a DH of 45 m (150 ft).

Terminology

- (a) The term 'approach system' refers only to the airborne system. It includes the equipment listed in AMC AWO.B.SACATI.111, and all related sensors, instruments and power supplies. - (b) 'Decision height (DH)' is the w heel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been visually assessed as satisfactory to continue the approach and landing safely. Where 'DH' is used in this Section, it means the minimum DH at which compliance with the requirements of this Section has been demonstrated. - (c) A 'go -around' is the transition from an approach to a stabilised climb.

- (d) 'Failure condition' and te rms describing the probabilities and effects of failure conditions are defined in AMC 25.1309. - (e) The terms 'localiser','glide path' and 'beam' have been retained for use with either ILS or an equivalent system. - (f) 'ILS or equivalent system' is understo od as ILS, MLS and GLS. It may include other xLS systems if they demonstrate the same global level of precision, integrity and continuity as an ILS CAT II operation with a DH of 150 ft. - (g) 'HUD or equivalent display' is understood as HUD or head -worn display (HWD).

Guidance on controls, indicators and alerts that are associated with installations that incorporate more than one type of approach system can be found in AMC AWO.A.ALS.110.

System concept

The principle of SA CAT I operations is to provide a lower DH than the standard CAT I operation by mitigating xLS performance category characteristics that may be not suitable for CAT II operations and reduced runway lighting by additional approach system requirements. These requirements intend to compensate for lower accuracy and integrity and longer time-to-alert than those required for CAT II operations, and provide assistance to acquire the visual cues required to complete the landing with reduced lighting.

Systems that have shown or can demonstate compliance with CS-AWO Subpart B Section 3 (CAT II) are considered to be eligible for SA CAT I operations if it has been demonstrated that they can be safely used in a CAT I environment. Other systems can be considered if suitable justification and mitigation means can be provided.

Due to the fact that low-visibilty procedures (LVPs) are required to be in place for SA CAT I operations, the following non-exhaustive list of approach systems may be considered for SA CAT I operations:

- (a) HUD (or equivalent display) with flight guidance which is approved for xLS manual operation down to 36 m (120 ft). - (b) SVGS with flight guidance based on xLS displayed on the primary flight display or HUD (or equivalent display), and high-precision position assurance monitoring. - (c) Automatic approach system coupled down to 36 m (120 ft) with a HUD (or equivalent display) to ease manual transition at the DH, thanks to the control of the flight path vector (FPV) in the visual segment. - (d) Automatic landing system alone, provided it is demonstrated that failures linked to Category I xLS performance can be recognised by pilot in low-visibility conditions. - (e) Automatic landing system with a HUD (or equivalent display) to monitor the autoland path along the Category I xLS performance before and after the DH.

[Issue: CS-AWO/2]

Easy Access Rules for All-Weather Operations (CS-AWO)