AMC3 CAT.OP.MPA.115 Approach flight technique — aeroplanes    

CAA ORS9 Decision No. 1

OPERATIONAL PROCEDURES AND INSTRUCTIONS AND TRAINING

(a) The operator should establish procedures and instructions for flying approaches using the CDFA technique and not using it. These procedures should be included in the OM and should include the duties of the flight crew during the conduct of such operations.

(b) The operator should at least specify in the OM the maximum ROD for each aeroplane type/class operated and the required visual reference to continue the approach below:

(1) the DA/H, when applying the CDFA technique; and

(2) the MDA/H, when not applying the CDFA technique.

(c) The operator should establish procedures which prohibit level flight at MDA/H without the flight crew having obtained the required visual references. It is not the intention to prohibit level flight at MDA/H when conducting a circling approach, which does not come within the definition of the CDFA technique.

(d) The operator should provide the flight crew with unambiguous details of the technique used (CDFA or not). The corresponding relevant minima should include:

(1) type of decision, whether DA/H or MDA/H;

(2) MAPt as applicable; and

(3) appropriate RVR/VIS for the approach operation and aeroplane category.

(e) Training

(1) Prior to using the CDFA technique, each flight crew member should undertake appropriate training and checking as required by Subpart FC of Annex III (ORO.FC). The operator’s proficiency check should include at least one approach to a landing or missed approach as appropriate using the CDFA technique or not. The approach should be operated to the lowest appropriate DA/H or MDA/H, as appropriate; and, if conducted in a FSTD, the approach should be operated to the lowest approved RVR. The approach is not in addition to any manoeuvre currently required by either Part-FCL or Part-CAT. The provision may be fulfilled by undertaking any currently required approach, engine out or otherwise, other than a precision approach (PA), whilst using the CDFA technique.

(2) The policy for the establishment of constant predetermined vertical path and approach stability is to be enforced both during initial and recurrent pilot training and checking. The relevant training procedures and instructions should be documented in the operations manual.

(3) The training should emphasise the need to establish and facilitate joint crew procedures and crew resource management (CRM) to enable accurate descent path control and the provision to establish the aeroplane in a stable condition as required by the operator’s operational procedures.

(4) During training, emphasis should be placed on the flight crew’s need to:

(i) maintain situational awareness at all times, in particular with reference to the required vertical and horizontal profile;

(ii) ensure good communication channels throughout the approach;

(iii) ensure accurate descent-path control particularly during any manually-flown descent phase. The monitoring pilot should facilitate good flight path control by:

(A) communicating any altitude/height crosschecks prior to the actual passing of the range/altitude or height crosscheck;

(B) prompting, as appropriate, changes to the target ROD; and

(C) monitoring flight path control below DA/MDA;

(iv) understand the actions to be taken if the MAPt is reached prior to the MDA/H;

(v) ensure that the decision for a missed approach is taken no later than when reaching the DA/H or MDA/H;

(vi) ensure that prompt action for a missed approach is taken immediately when reaching DA/H if the required visual reference has not been obtained as there may be no obstacle protection if the missed approach procedure manoeuvre is delayed;

(vii) understand the significance of using the CDFA technique to a DA/H with an associated MAPt and the implications of early missed approach manoeuvres; and

(viii) understand the possible loss of the required visual reference due to pitch- change/climb when not using the CDFA technique for aeroplane types or classes that require a late change of configuration and/or speed to ensure the aeroplane is in the appropriate landing configuration.

(5) Additional specific training when not using the CDFA technique with level flight at or above MDA/H

(i) The training should detail:

(A) the need to facilitate CRM with appropriate flight crew communication in particular;

(B) the additional known safety risks associated with the ‘dive-and-drive’ approach philosophy which may be associated with non-CDFA;

(C) the use of DA/H during approaches flown using the CDFA technique;

(D) the significance of the MDA/H and the MAPt where appropriate;

(E) the actions to be taken at the MAPt and the need to ensure that the aeroplane remains in a stable condition and on the nominal and appropriate vertical profile until the landing;

(F) the reasons for increased RVR/Visibility minima when compared to the application of CDFA;

(G) the possible increased obstacle infringement risk when undertaking level flight at MDA/H without the required visual references;

(H) the need to accomplish a prompt missed approach manoeuvre if the required visual reference is lost;

(I) the increased risk of an unstable final approach and an associated unsafe landing if a rushed approach is attempted either from:

(a) inappropriate and close-in acquisition of the required visual reference; or

(b) unstable aeroplane energy and or flight path control; and

(J) the increased risk of controlled flight into terrain (CFIT).