Commission Regulation (EU) No 965/2012Dangos y teitl llawn

CHAPTER 3 U.K. Performance class B

CAT.POL.A.300 General U.K.

[F1 (a) Unless approved by the [F2 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 not operate a single-engined aeroplane: U.K.

(1)

at night; or

(2)

in IMC, except under special VFR.]

Textual Amendments

F1 Substituted by Commission Regulation (EU) 2017/363 of 1 March 2017 amending Regulation (EU) No 965/2012 as regards the specific approval of single-engined turbine aeroplane operations at night or in instrument meteorological conditions and the approval requirements for the dangerous goods training relating to commercial specialised operations, non-commercial operations of complex motor-powered aircraft and non-commercial specialised operations of complex motor-powered aircraft.

F2 Word in Annex 4 Subpart C Section 1 substituted (31.12.2020) by The Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019/645), regs. 1, 366(4)(a) (with Sch. 3) (as amended by S.I. 2019/1098, regs. 1(3), 12); 2020 c. 1, Sch. 5 para. 1(1)

(b) The operator shall treat two-engined aeroplanes that do not meet the climb requirements of CAT.POL.A.340 as single-engined aeroplanes. U.K.

CAT.POL.A.305 Take-off U.K.

(a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure. U.K.

(b) The unfactored take-off distance, specified in the AFM, shall not exceed: U.K.

(1)

when multiplied by a factor of 1,25, the take-off run available (TORA); or

(2)

when stop way and/or clearway is available, the following:

(i)

the TORA;

(ii)

when multiplied by a factor of 1,15, the take-off distance available (TODA); or

(iii)

when multiplied by a factor of 1,3, the ASDA.

(c) When showing compliance with (b), the following shall be taken into account: U.K.

(1)

the mass of the aeroplane at the commencement of the take-off run;

(2)

the pressure altitude at the aerodrome;

(3)

the ambient temperature at the aerodrome;

(4)

the runway surface condition and the type of runway surface;

(5)

the runway slope in the direction of take-off; and

(6)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

CAT.POL.A.310 Take-off obstacle clearance — multi-engined aeroplanes U.K.

(a) The take-off flight path of aeroplanes with two or more engines shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the TODA or the end of the take-off distance if a turn is scheduled before the end of the TODA, except as provided in (b) and (c). For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0,125 × D may be used. It shall be assumed that: U.K.

(1)

the take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.305(b) and ends at a height of 1 500 ft above the surface;

(2)

the aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and thereafter the angle of bank does not exceed 15°;

(3)

failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;

(4)

the gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engines gradient during climb and transition to the en-route configuration, multiplied by a factor of 0,77; and

(5)

the gradient of the take-off flight path from the height reached in accordance with (a)(4) to the end of the take-off flight path is equal to the OEI en-route climb gradient shown in the AFM.

(b) For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy; or

(2)

600 m, for flights under all other conditions.

(c) For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: U.K.

(1)

600 m, for flights under conditions allowing visual course guidance navigation; or

(2)

900 m, for flights under all other conditions.

(d) When showing compliance with (a) to (c), the following shall be taken into account: U.K.

(1)

the mass of the aeroplane at the commencement of the take-off run;

(2)

the pressure altitude at the aerodrome;

(3)

the ambient temperature at the aerodrome; and

(4)

not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

[F3 (e) The requirements in (a)(3), (a)(4), (a)(5), (b)(2) and (c)(2) shall not be applicable to VFR operations by day.] U.K.

Textual Amendments

F3 Inserted by Commission Regulation (EU) No 379/2014 of 7 April 2014 amending Commission Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

CAT.POL.A.315 En-route — multi-engined aeroplanes U.K.

(a) The aeroplane, in the meteorological conditions expected for the flight and in the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, shall be capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the operations manual to a point of 1 000 ft above an aerodrome at which the performance requirements can be met. U.K.

(b) It shall be assumed that, at the point of engine failure: U.K.

(1)

the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified; and

(2)

the en-route gradient with OEI shall be the gross gradient of descent or climb, as appropriate, respectively increased by a gradient of 0,5 %, or decreased by a gradient of 0,5 %.

[F1 CAT.POL.A.320 En-route — single-engined aeroplanes U.K.

(a)

In the meteorological conditions expected for the flight, and in the event of engine failure, the aeroplane shall be capable of reaching a place at which a safe forced landing can be made, unless the operator is approved by the [F2 CAA] in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC) and makes use of a risk period.

(b)

For the purposes of point (a), it shall be assumed that, at the point of engine failure:

(1)

the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute, with the engine operating within the maximum continuous power conditions specified; and

(2)

the en-route gradient is the gross gradient of descent increased by a gradient of 0,5 %.]

CAT.POL.A.325 Landing — destination and alternate aerodromes U.K.

The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected at the estimated time of landing at the destination aerodrome and alternate aerodrome.

[F4 CAT.POL.A.330 Landing — dry runways U.K.

(a)

The landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full-stop landing from 50 ft above the threshold within 70 % of the LDA.

(b)

By way of derogation from point (a), and where point CAT.POL.A.355 is complied with, the landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome shall be such as to allow a full-stop landing from 50 ft above the threshold within 80 % of the LDA.

(c)

When determining the landing mass, the operator shall take the following into account:

(1)

the altitude at the aerodrome;

(2)

not more than 50 % of the headwind component or not less than 150 % of the tailwind component;

(3)

the type of runway surface;

(4)

the runway slope in the direction of landing.

(d)

For steep approach operations, the operator shall use landing distance data factored in accordance with point (a), based on a screen height of less than 60 ft, but not less than 35 ft, and comply with point CAT.POL.A.345.

(e)

For short landing operations, the operator shall use landing distance data factored in accordance with point (a), and comply with point CAT.POL.A.350.

(f)

For dispatching the aeroplane, the aeroplane shall either:

(1)

land on the most favourable runway, in still air;

(2)

land on the runway most likely to be assigned considering the probable wind speed and direction, the ground-handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

(g)

If the operator is unable to comply with point (f)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with points (a) to (f).]

Textual Amendments

F4 Substituted by Commission Implementing Regulation (EU) 2019/1387 of 1 August 2019 amending Regulation (EU) No 965/2012 as regards requirements for aeroplane landing performance calculations and the standards for assessing the runway surface conditions, update on certain aircraft safety equipment and requirements and operations without holding an extended range operational approval.

[F4 CAT.POL.A.335 Landing — wet and contaminated runways U.K.

(a)

When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:

(1)

a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.330;

(2)

if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.330(a);

(3)

a landing distance shorter than that required by point (a)(2), but not less than that required by point CAT.POL.A.330(a), as applicable, if the runway has specific friction improving characteristics and the AFM includes specific additional information for landing distance on that runway type;

(4)

by way of derogation from points (a)(1), (a)(2) and (a)(3), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.355, the landing distance determined in accordance with point CAT.POL.A.355(b)(7)(iii).

(b)

When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance shall not exceed the LDA. The operator shall specify in the operations manual the landing distance data to be applied.]

CAT.POL.A.340 Take-off and landing climb requirements U.K.

The operator of a two-engined aeroplane shall fulfil the following take-off and landing climb requirements.

(a) Take-off climb U.K.

(1) All engines operating U.K.

(i) The steady gradient of climb after take-off shall be at least 4 % with: U.K.

(A)

take-off power on each engine;

(B)

the landing gear extended, except that if the landing gear can be retracted in not more than seven seconds, it may be assumed to be retracted;

(C)

the wing flaps in the take-off position(s); and

(D)

a climb speed not less than the greater of 1,1 V_MC (minimum control speed on or near ground) and 1,2 V_S1 (stall speed or minimum steady flight speed in the landing configuration).

(2) OEI U.K.

(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface shall be measurably positive with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at take-off power;

(C)

the landing gear retracted;

(D)

the wing flaps in the take-off position(s); and

(E)

a climb speed equal to that achieved at 50 ft.

(ii) The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the take-off surface with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at not more than maximum continuous power;

(C)

the landing gear retracted;

(D)

the wing flaps retracted; and

(E)

a climb speed not less than 1,2 V_S1.

(b) Landing climb U.K.

(1) All engines operating U.K.

(i) The steady gradient of climb shall be at least 2,5 % with: U.K.

(A)

not more than the power or thrust that is available eight seconds after initiation of movement of the power controls from the minimum flight idle position;

(B)

the landing gear extended;

(C)

the wing flaps in the landing position; and

(D)

a climb speed equal to V_REF (reference landing speed).

(2) OEI U.K.

(i) The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the landing surface with: U.K.

(A)

the critical engine inoperative and its propeller in the minimum drag position;

(B)

the remaining engine at not more than maximum continuous power;

(C)

the landing gear retracted;

(D)

the wing flaps retracted; and

(E)

a climb speed not less than 1,2 V_S1.

CAT.POL.A.345 Approval of steep approach operations U.K.

(a) Steep approach operations using glideslope angles of 4,5° or more and with screen heights of less than 60 ft, but not less than 35 ft, require prior approval by the [F2 CAA]. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the AFM states the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria; and

(2)

for each aerodrome at which steep approach operations are to be conducted:

(i)

a suitable glide path reference system, comprising at least a visual glide path indicating system, is available;

(ii)

weather minima are specified; and

(iii)

the following items are taken into consideration:

(A)

the obstacle situation;

(B)

the type of glide path reference and runway guidance;

(C)

the minimum visual reference to be required at DH and MDA;

(D)

available airborne equipment;

(E)

pilot qualification and special aerodrome familiarisation;

(F)

AFM limitations and procedures; and

(G)

missed approach criteria.

CAT.POL.A.350 Approval of short landing operations U.K.

(a) Short landing operations require prior approval by the [F2 CAA]. U.K.

(b) To obtain the approval, the operator shall provide evidence that the following conditions are met: U.K.

(1)

the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared LDA;

(2)

the use of the declared safe area is approved by the State of the aerodrome;

(3)

the declared safe area is clear of obstructions or depressions that would endanger an aeroplane undershooting the runway and no mobile object is permitted on the declared safe area while the runway is being used for short landing operations;

(4)

the slope of the declared safe area does not exceed 5 % upward nor 2 % downward slope in the direction of landing;

(5)

the usable length of the declared safe area does not exceed 90 m;

(6)

the width of the declared safe area is not less than twice the runway width, centred on the extended runway centreline;

(7)

the crossing height over the beginning of the usable length of the declared safe area is not less than 50 ft;

(8)

weather minima are specified for each runway to be used and are not less than the greater of VFR or NPA minima;

(9)

pilot experience, training and special aerodrome familiarisation requirements are specified and met;

(10)

additional conditions, if specified by the [F2 CAA], taking into account the aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.

[F5 CAT.POL.A.355 Approval of reduced required landing distance operations U.K.

(a) Operations with a landing mass of the aeroplane that allows a full-stop landing within 80% of the LDA require prior approval by the CAA. Such approval shall be obtained for each runway on which operations with reduced required landing distance are conducted. U.K.

(b) To obtain the approval referred to in point (a), the operator shall conduct a risk assessment to demonstrate that a level of safety equivalent to that intended by point CAT.POL.A.330(a) is achieved and at least the following conditions are met: U.K.

(1)

the State of the aerodrome has determined a public interest and operational necessity for the operation, either due to the remoteness of the aerodrome or to physical limitations relating to the extension of the runway;

(2)

short landing operations in accordance with point CAT.POL.A.350 and approaches outside stabilised approach criteria approved under point CAT.OP.MPA.115(a) and shall not be conducted;

(3)

landing on contaminated runways and shall not be conducted;

(4)

a specific control procedure of the touchdown area for each runway intended to be used is defined in the OM and implemented; this procedure shall include adequate go-around and balked-landing instructions when touchdown in the defined area cannot be achieved;

(5)

an adequate aerodrome training and checking programme for the flight crew is established;

(6)

the flight crew members are qualified and have recency in reduced required landing distance operations at the aerodrome concerned in accordance with the operator’s training and checking programme;

(7)

an aerodrome landing analysis programme (ALAP) is established by the operator to ensure that the following conditions are met:

(i)

no tailwind is forecast at the expected time of arrival;

(ii)

if the runway is forecast to be wet at the expected time of arrival, the landing distance at dispatch shall either be determined in accordance with point CAT.OP.MPA.303(c), or be 115% of the landing distance determined for dry runways, whichever is longer;

(iii)

there are no contaminated runway conditions forecast at the expected time of arrival;

(iv)

there are no adverse weather conditions forecast at the expected time of arrival;

(8)

operational procedures are established to ensure that:

(i)

all the equipment that affects landing performance and landing distance is operative before commencing the flight;

(ii)

deceleration devices are correctly used by the flight crew;

(9)

specific maintenance instructions and operational procedures are established for the aeroplane’s deceleration devices to enhance the reliability of those systems;

(10)

the final approach and landing are conducted under visual meteorological conditions (VMC) only;

(11)

any additional landing conditions for the aerodrome, if specified by the competent authority that has certified the aerodrome, are taken into consideration].

Textual Amendments

F5 Annex 4 point CAT.POL.A.355 inserted (20.11.2021) by The Aviation Safety (Amendment) (No. 3) Regulations 2021 (S.I. 2021/1203), regs. 1(2), 11(4)(c)