GM1 CAT.OP.MPA.312 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 head-up display (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 CAT.OP.MPA.312(a)(2)

EFVS 200 operations should be conducted as 3D approach operations. This may include operations based on NPA procedures, approach procedures with vertical guidance and precision approach procedures including approach operations requiring specific approvals, provided that the operator holds the necessary approvals.

(2) Offset approaches

Refer to AMC1 CAT.OP.MPA.312(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 determined in accordance with AMC1 CAT.OP.MPA.312(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 in accordance with CAT.OP.MPA.305

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 CAT.OP.MPA.312(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 CAT.OP.MPA.305 would no longer be satisfied unless the RVR reported prior to commencement of the approach was sufficient for the approach to be flown without EFVS in lieu of natural vision.

(f) EFVS image requirements at the DA/H specified in AMC1 CAT.OP.MPA.312(a)(4)

The requirements for features to be identifiable on the EFVS image in order to continue the 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 colour‑coded 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 CAT.OP.MPA.312(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 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 an 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 DA/H than the equivalent approach flown without EFVS, and thus the operational assessment required by AMC1 CAT.OP.MPA.312(a)(2) takes into account the possibility of a balked landing.

An obstacle free zone (OFZ) may be provided for CAT I precision approach 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 (APV) provide obstacle clearance for the missed approach based on the assumption that a go-around is executed at the MAPt and not below the OCH.