AMC4 SPA.LVO.100(c) Low-visibility operations and operations with operational credits

OPERATIONS WITH OPERATIONAL CREDITS — HELICOPTER SPECIAL AUTHORISATION CATEGORY I (HELI SA CAT I) OPERATIONS

For HELI SA CAT I operations, the following should apply:

(a)     HELI SA CAT I operations should only be conducted to a runway with an approach lighting system. The following visual aids should be available:

(1)     standard runway day markings, approach lights, runway edge lights, threshold lights, and runway end lights;

(2)     for operations with an RVR below 450 m, runway centre line markings.

(b)     An ILS/MLS that supports a HELI SA CAT I operation should be an unrestricted facility.

(c)      The helicopter should be:

(1)     equipped with a 3-axis autopilot capable of flying the approach to the minima;

(2)     able to maintain Vy in IMC on a coupled Type B approach;

(3)     equipped with a radio altimeter or other device capable of providing equivalent performance; and

(4)     equipped with two independent navigation aids capable of Type B CAT I approaches and certified for CAT I.

(d)     The DH of a HELI SA CAT I operation should not be lower than the highest of:

(1)     the minimum DH specified in the AFM, if stated;

(2)     the minimum height to which the PA aid can be used without the specified visual reference;

(3)     the applicable OCH for Category A aeroplanes or the OCH for Category H if available;

(4)     the DH to which the flight crew is qualified to operate;

(5)     130 ft on a CAT II landing system;

(6)     150 ft on a CAT I ILS certified to Class I/C/1 or MLS certified to 100 ft/E/1; or

(7)     200 ft on other landing systems;

(8)     200 ft unless the autopilot is a 4-axis autopilot with automatic level-off capability.

(e)     The lowest RVR minima to be used are specified in Table 11.

Table 11

HELI SA CAT I operation minima

(f)      Operations

(1)     The minimum crew should be two pilots or one pilot and a technical crew member. The technical crew member should be seated in the front seat and be allocated no other task than assisting the pilot, from the initial approach fix (IAF) onwards.

(2)     On a CAT II landing system, the flight crew should use the radio altimeter or other equivalent device for the determination of the DH.

(3)     On a CAT I ILS, the flight crew should use the altimeter for the determination of the DH. The crew should cross-check the altitude with the radio altimeter or equivalent device, considering the local geography.

(4)     The AFCS and radio altimeter should be serviceable prior to commencing the approach.

(5)     The approach should be flown in coupled 4-axis mode down to minima or below.

(6)     The flight crew should promptly initiate a go-around if any of the following conditions are met below a 1 000-ft height:

(i)      discrepancy in altitude/radio altitude information;

(ii)     discrepancy in navigation information;

(iii)     partial or total failure of an AFCS system or navigation system;

(iv)     deviation of ¼ scale or more on the landing system navigation display.

(7)     The planning minima at the alternate where a HELI SA CAT I approach is envisaged should be as defined in Table 12.

Table 12

Planning minima at the alternate with HELI SA CAT I operations

*        The higher of the usable DA/H or MDA/H.

**      The higher of the usable RVR or VIS.

***    Compliance with CAT.OP.MPA.192(d) should be ensured.

(8)     Under commercial air transport, if no other alternate is selected and the weather forecast at destination is not based on Part-MET of Regulation (EU) 2017/373, the planning minima at the alternate where a HELI SA CAT I approach is envisaged should be as defined in Table 13.

Table 13

Planning minima at the alternate with HELI SA CAT I operations with alternative weather source at destination

*        The higher of the usable DA/H or MDA/H.

**      The higher of the usable RVR or VIS.

***    Compliance with CAT.OP.MPA.192(d) should be ensured.

(g)     Crew training and competency

(1)     Under CAT, NCC and SPO, the aerodrome used for HELI SA CAT I operations should be considered as a Category C aerodrome under ORO.FC.105.

(2)     A crew member should undergo training to determine the eligibility of a HELI SA CAT I approach as determined under points (a) to (c), and to determine the applicable minima under points (d) and (e).

(3)     A crew member should have the relevant knowledge to implement the operating procedures described in point (f).

(4)     A crew member that is involved in HELI SA CAT I operations should undergo initial and recurrent training to proficiency using a suitable FSTD, including one approach and landing and one go-around using the lowest minima defined in points (d) and (e).

(5)     The recurrent training should have a validity of 6 calendar months. The validity period should be counted from the end of the month when the check was taken. When the training is undertaken within the last 3 months of the validity period, the new validity period should be counted from the previous expiry date.

(6)     In addition to (5), a technical crew member that is involved in HELI SA CAT I operations should be trained to perform navigation and monitoring functions under IFR, as described under AMC3 SPA.NVIS.130(f). The training and checking should include all of the following on the given helicopter type:

(i)      initial and recurrent general training;

(ii)     initial and recurrent monitoring training;

(iii)     initial and recurrent navigation training;

(iv)     initial and recurrent aircraft/FSTD training focusing on crew cooperation with the pilot;

(v)      line flying under supervision (LIFUS);

(vi)     initial and recurrent operator proficiency checks, which should meet all of the following criteria:

(A)     the technical crew member should complete an operator proficiency check to demonstrate competence in carrying out normal, abnormal and emergency procedures, covering the relevant aspects associated with the flight operational tasks described in the operations manual and not covered in the line check;

(B)     the initial training course should include an operator proficiency check;

(C)     the operator proficiency check should be valid for a given helicopter type. In order to consider an operator proficiency check to be valid for several helicopter types, the operator should demonstrate that the types are sufficiently similar from the technical crew member’s perspective;

(D)     the validity period of the operator proficiency check should be 12 calendar months. The validity period should be counted from the end of the month when the check was performed. When the operator proficiency check is undertaken within the last 3 months of the validity period, the new validity period shall be counted from the original expiry date;

(E)     the operator proficiency check should be conducted by a suitably qualified instructor nominated by the operator to conduct flight crew operator proficiency checks;

(vii)    initial and recurrent line checks, which should meet all of the following criteria:

(A)     the line check should be performed on the helicopter;

(B)     the technical crew member should demonstrate competence in carrying out normal operations described in the operator’s operations manual;

(C)     the line check should take place after the completion of the LIFUS;

(D)     the validity period of the line check should be 12 calendar months. The validity period should be counted from the end of the month when the check was performed. When the line check is undertaken within the last 3 months of the validity period, the new validity period should be counted from the original expiry date;

(E)     the line check should be conducted by a suitably qualified commander nominated by the operator;

(F)     any task-specific items may be checked by a suitably qualified technical crew member nominated by the operator and trained in CRM concepts and the assessment of non-technical skills.