Air operations need to happen safely in all weather conditions. EASA Rulemaking Task RMT.0379 has recently been completed to introduce a more performance-based and technology neutral approach to enabling all weather operations.
More specifically RMT.0379 has introduced the ICAO concept of operational credits meaning that with an advanced aircraft (having enhanced capabilities) you can either:
The new regulatory framework makes it easier to enable CAT II and CAT III approaches by reducing the operational demonstration needed by the operator, for some cases the operational demonstration can be removed. There are also new rules on Enhanced Flight Vision Systems (EFVS) that reduces approach possibilities to 200ft without prior approval, then also to 100ft and even 0ft depending on the equipment available on the aircraft and at the aerodrome.
So let’s go back to the very beginning. All weather operations is the ability of aircraft to take off and land in an airport under low visibility conditions, this means below 550m Runway Visual Range (RVR). In these circumstances, technology can really help to enable safe operations in situations that would otherwise be impossible or pose considerable safety challenges.
The challenge of all-weather operations is a great example of the different parts of our aviation system coming together to achieve something amazing. It also highlights how the 6 parts of the Safety Map of the World will help you to understand this topic in more detail. <Mindset, People, Resources, Compliance, Risks and Learning>
The new EASA rules follow a total system approach, which splits things into 4 parts:
This means that all weather operations assesses the combination of the aircraft’s capability, the aerodrome’s ground infrastructure and the approach minima.
Before getting into the different aspects of the operation, training, aerodrome and aircraft requirements, its worth having a quick overview of the different types of approach we are talking about.
As mentioned at the beginning, from an ops perspective the new rules introduce the ICAO concept of operational credits. This means that with an advanced aircraft (having enhanced capabilities) you can either reduce your minima provided that the ground infrastructure at the airport is the same or that you can maintain the minima where the infrastructure is reduced.
This makes it easier to enable CAT II and CAT III approaches by reducing the operational demonstration needed by the operator. It also reduces the operational demonstration requirements needed for CAT II and CAT III approaches. The new rules remove the need for each aircraft type and runway end to have an operational demonstration. This has lots of benefits. It increases the availability of alternate aerodromes, which in turn reduces the environmental impact. In these tough economic times is helps to save money for operators and provides more flexibility for the route network.
Currently 90% of runways are within the certification assumptions for both CS-AWO Issue 1 and Issue 2. For the remaining 10% you can use any previous operational data you have, data from another operator or use of data for other models from the same aircraft manufacturer, provided they provide a supporting statement. It’s also possible to use computer/ full flight simulations from the manufacturer. If none of the above works a traditional operational demonstration is required.
The challenge of course is how to know if a particular aircraft/ aerodrome combination is in the 90% that are already covered. To to this, you will need to compare the AFM data and certification assumptions with the airport data. If they are within the certification assumption and AFM data, you can operate without any operational demonstration.
If it is not within the assumptions/AFM data, then you have to use previous data or undertake a traditional operational demonstration.
It is worth noting that with CS-AWO issue 2 there are new requirements to provide certification assumptions and to be more transparent with the AFM data. Additionally, the new Aerodrome rules increase the requirements in the AIP to provide more airport data. This tries to make sure that the AFM data and airport data comparison can be done.
In terms of special authorisations, you need to apply for specific authorisations or approvals from your National Aviation Authority for:
When it comes to flight crew training and all-weather operations, there have been some clarifications and improvements on route and aerodrome knowledge requirements, a great link to Evidence Based Training (EBT) and alignment of validity periods to the end of the month.
When it comes to the operators conversation course (OCC) there is increased flexibility for new AOCs, new aircraft type or other operational circumstances.
The biggest change is that the specific requirements for LVO training are now linked into the Ops rules for the operator.
When it comes to the aerodrome, the updates in Regulation (EU) 2022/208 help the implementation of all weather operations by ensuring the availability of the appropriate visual and non-visual aids, the availability of the required information of the operator to have access to for their decision making and then the implementation of the appropriate procedures for this type of activity.
More specifically this includes the provision of traditional aids such as ILS and then also the procedures needed to enable GPS/ GNSS approaches that make many smaller aerodromes accessible in poor conditions.
Finally from an aircraft perspective, the publication of CS-AWO Issue 2 has a number of building blocks including high altitude landing system performance, head-up guidance landing systems, structural limit loads and lateral touchdown performance, autobrake – these were laid out in a number of AWO NPAs.
There were also a number of Certification Review Items (CRIs) covering automatic landing distance, GBAS landing system for Cat 1 operations, extrapolation of wind limits for Autoland demonstration and landing distances using HUDs.
You can find out more about the structure and new elements of the CS-AWO in the powerpoint and 1st EASA Webinar on all weather operations. However, you can see some examples below of new design HuDs, EFVS and Synthetic Vision Guidance Systems (SVGS).
So that gives you a basic overview of the key parts of the new EASA all weather ops rules. Check out the PPTs from the Webinars, the Webinar recordings themselves and the draft EASA Guide on All Weather Ops for more information.
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