CONTINUATION TRAINING
CAT-II/CAT-III OPERATIONS
CAT II/CATIII OPERATION
ISSUE 03 REV 00 13/02/19
For Training Purpose
OBJECTIVE
• THE OBJECTIVE OF THE CAT II/III OPERATIONS IS TO PROVIDE A LEVEL
OF SAFETY WHEN LANDING IN LOW VISIBILITY CONDITIONS.
ISSUE 03 REV 00 13/02/19
For Training Purpose
WHY CATII/III?
• Airline can maintain its schedule through out the year without any
diversions due to weather.
• Reduce expensive diversions and passenger compensation due to bad
weather.
• Prevents degradation of airline image
ISSUE 03 REV 00 13/02/19
For Training Purpose
APPROVAL FOR CATII/III
• Approval for CATII/III operations is dependent on four elements:
The aircraft (approved by manufacturer for low visibility operations)
The airfield (Equipped with visual and non visual aids required for
category operation)
The flight crew(CAR section 7 X part I)
The operator (Approved by regulatory authority i.e. DGCA for CATII/III
operations.)
ISSUE 03 REV 00 13/02/19
For Training Purpose
ISSUE 03 REV 00 13/02/19
For Training Purpose
STATUS OF INDIGO AIRCRAFT
• INDIGO AIRCRAFT ARE CERTIFIED BY AIRBUS INDUSTRIE AND
APPROVED BY DGCA FOR CAT IIIB OPERATIONS WITH RVR 75 m & NIL
DH.
ISSUE 03 REV 00 13/02/19
For Training Purpose
ILS CATEGORIES
• CAT I : Allows a manual approach to a DH for visual landing.
• CAT II : Allows an autopilot approach with manual visual landing.
• CAT III : Allows automatic landings only.
• CAT IIIa : Allows automatic landing with no directions on the
runway.
• CAT IIIb : Allows automatic landing requiring visual monitoring
of on runway.
• CAT IIIc : Allows automatic landing and the aircraft to stop using
ILS signals.
ISSUE 03 REV 00 13/02/19
For Training Purpose
ILS MINIMUMS
RVR DH
• CATI NOT LESS THAN 550M NOT LESS THAN60M
• CATII NOT LESS THAN 300 M 60-30 M
• CAT IIIA NOT LESS THAN 175 M 30-15 M
• CAT IIIB 175-50 M 15-0 M
• CAT IIIC 0M 0M
ISSUE 03 REV 00 13/02/19
For Training Purpose
A-320 AUTOLAND FMA INDICATIONS
• CAT 3 DUAL :THIS IS A FAIL OPERATIONAL AUTOLAND
SYSTEM WHERE IN THE EVENT OF FAILURE BELOW ALERT
HEIGHT ,THE REMAINING PART OF AUOMATIC SYSTEM
ALLOWS THE AIRCRAFT TO COMPLETE THE APPROACH,
FLARE AND LANDING.
ISSUE 03 REV 00 13/02/19
For Training Purpose
• CAT III SINGLE : THIS A FAIL PASSIVE SYSTEM, IN EVENT OF
FAILURE THERE IS NO SIGNIFICANT OUT OF TRIM
CONDITION OR DEVIATION OF FLIGHT PATH OR ATTITUDE
BUT THE LANDING IS NOT COMPLETED AUTOMATICALLY.
ISSUE 03 REV 00 13/02/19
For Training Purpose
MINIMUM EQUIPMENT CAT II/III
CAT II : 1 AP MUST BE SERVICABLE
CAT III SINGLE :1 AP MUST BE SERVICABLE
CAT III DUAL : 2 AP MUST BE OPERATIVE.
REFER MEL FOR AUTOLAND STATUS RESTRICTIONS IN
CASE OF DEFECTS.
ISSUE 03 REV 00 13/02/19
For Training Purpose
PERIODIC CHECKS
• FOR AUTOLAND TO BE AVAILABLE THE AIRCRAFT MUST
HAVE PERFORMED AN ACTUAL OR SIMULATED
AUTOLAND IN PREVIOUS 30 DAYS.
• AUTOLAND EVENTS ARE MONITORED BY MCC AND AN E0-
33 IS ISSUED IN CASE AUTOLAND TEST IS REQUIRED (AMM
22-97-00-710-001).
ISSUE 03 REV 00 13/02/19
For Training Purpose
Indigo Engineering and Maintenance
RNAV AND RNP OPERATIONS
ISSUE 03 REV 00 13/02/19
For Training Purpose
PBN
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RNAV 1 (e(e.g
.g.. 3D
3D,, 44DD))
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNAV
• RNAV - a method of navigation enabling aircraft to fly on
any desired flight path within the coverage of referenced
NAVAIDS or within the limits of the capability of self-
contained systems, or a combination of these capabilities
• RNAV operations achieve safety through a combined use
of
– aircraft navigation accuracy,
– air traffic control intervention (via surveillance,
communications)
– route separation standards
ISSUE 03 REV 00 13/02/19
For Training Purpose
POINT TO POINT NAVIGATION
ISSUE 03 REV 00 13/02/19
For Training Purpose
REQUIRED NAVIGATION PERFORMANCE
(RNP)
• RNP is RNAV operations with the added feature of
on-board navigation performance monitoring and
alerting
The critical component of RNP is the ability of the
aircraft navigation system to monitor its achieved
navigation performance, and to identify for the
pilot whether the operational requirement is, or
is not being met during an operation
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNP
RNP
RNP
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNP - X
• RNP-x is aircraft path conformance (accuracy x or
better, 95% of time)
• RNP Containment Region is an area 2x RNP-x
with accuracy, integrity and continuity
performance monitoring and alerting generating
a probability that aircraft is within the
containment area 99.999% of time
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNP Containment Region
RNP-x
2x
x
95%
Accuracy
}
Containment
Region
}
95%
Accuracy Containment
x Region
2x
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNP
This concept is used en route, to reduce aircraft
separation, and in terminal area to optimize arrival and
departure procedures.
ISSUE 03 REV 00 13/02/19
For Training Purpose
ANP VS RNP
PPOS = Present Position
In this example, outer circle radius is
RNP = RNP (green shaded area indicates acceptable performance) the RNP, which indicates MINIMUM
acceptable system accuracy. In other
ANP = Actual Navigation Performance words, the navigation system MUST
In this example, the inner circle radius is be able to supply a present position
the ANP, which indicates ACTUAL with an accurate to the area INSIDE
system accuracy. This means that the this circle.
ACTUAL Present Position is somewhere
inside this circle.
The Flight Management System
calculates ANP based on:
RNP
VOR, GPS/GNS, DME and Push
IRS. For example, if GPS is
PPOS
ANP “ENTER”
x
lost, ANP is significantly
reduced. to
Continue
A lower number for ANP indicates
GOOD system accuracy. A higher
number indicates REDUCED
accuracy.
This example shows GOOD ANP,
because the ACTUAL system
accuracy is WITHIN the Required
limits)
Actual andISSUE 03 REV 00 13/02/19
Required Navigation Performance
For Training Purpose
ANP VS RNP
PPOS = Present Position
RNP = RNP (green shaded area indicates acceptable performance)
ANP
ANP = Actual Navigation Performance
shows BAD ANP (OUTER circle), because ANP > RNP
• ACTUAL system accuracy
NOT within Required limits
x
Present Position is only
accurate to the within the
radius of the ANP.
PPOS
If ANP exceeds RNP a
message of “UNABLE RNP
RNP” is usually displayed.
Actual andISSUE 03 REV 00 13/02/19
Required Navigation Performance
For Training Purpose
ADVANTAGE OF RNP
a)Establishment of more direct routes permitting a
reduction in flight distances;
b) Establishment of dual or parallel routes to
accommodate a greater flow of en-route traffic;
c) Establishment of bypass routes for aircraft overflying high-
density terminal areas;
d) Establishment of optimum locations for holding
patterns; and
e) Reduction in the number of ground navigation
facilities.
ISSUE 03 REV 00 13/02/19
For Training Purpose
Flight planning
• Origin
• Departure SID
• Engine out SID
• En-route
• Arrival STAR
• Approach
• Destination
• Missed approach
• Alternate flight plan
• Alternate destination
ISSUE 03 REV 00 13/02/19
For Training Purpose
EQUIPMENTS REQUIRED
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNP crew interface
CLB FLT4567890
CLB FLT4567890 CRZ OPT REC MAX
CRZ OPT REC MAX FL350 FL370 FL390
FL350 FL370 FL390
<REPORT
<REPORT UPDATE AT
UPDATE AT *[ ]
*[ ] BRG /DIST
BRG /DIST ---° /----.- TO [ ]
---° /----.- TO [ ] PREDICTIVE
PREDICTIVE <GPS
<GPS REQUIRED ACCUR ESTIMATED
REQUIRED ACCUR ESTIMATED 0.3NM LOW 0.56NM
0.3NM HIGH 0.28NM NAV ACCUR DOWNGRAD
NAV ACCUR UPGRAD
NAV ACCUR DOWNGRAD
NAV ACCUR UPGRAD
ISSUE 03 REV 00 13/02/19
For Training Purpose
RNAV DEPARTURES
Narrow track dispersion
Significant track dispersion
Six departure fixes
Four departure fixes
Departures Before RNAV Departures After RNAV
ISSUE 03 REV 00 13/02/19
For Training Purpose
COMPARISON
Conventional RNAV RNP
Routes Narrow Obstacle
Clearance Areas
Waypoints
Current Ground Seamless
NAVAIDs Vertical
Path
“curved”
paths
Limited
Increased Airspace Optimized
Design
Efficiency Use of Airspace
Flexibility
ISSUE 03 REV 00 13/02/19
For Training Purpose
REFRESHER TRAINING
RVSM OPERATIONS
RVSM OPERATION
ISSUE 03 REV 00 13/02/19
For Training Purpose
WHY DO WE NEED RVSM
RVSM (REDUCED VERTICAL SEPARATION MINIMA)
FOR OPTIMUM AND EFFICIENT UTILIZATION OF
AIRSPACE,APPRAISAL OF PROPOSAL TO REDUCE THE
VERTICAL SEPARATION MINIMUM WAS EMPHASIZED.
IT WAS REVEALED AFTER VARIOUS STUDIES BY SEVERAL
COUNTRIES THAT A SEPARATION OF 300M(1000FT) ABOVE
FL290 IS TECHNICALLY FEASIBLE,SAVES FUEL AND DOES NOT
COMPROMISE WITH THE SAFETY OF THE AIRCRAFT.
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM AIRSPACE
• INDIAN AIRSPACE AND NEIGHBOURING AIRSPACE
BECAME RVSM AIRSPACE BETWEEN FL290 TO
FL410(BOTH FIGURES INCLUSIVE) ON 27 NOV 2003
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM V/S NON RVSM
ISSUE 03 REV 00 13/02/19
For Training Purpose
STATUS OF INDIGO AIRCRAFT
ALL INDIGO AIRCRAFT ARE APPROVED FOR RVSM
OPERATIONS BY DGCA
ISSUE 03 REV 00 13/02/19
For Training Purpose
BASIC REQUIRMENT
• No person shall operate indian registered aircraft in
RVSM airspace, unless;
Operator and operator aircraft comply with the
requirement of car series o part XI
• Operator is authorized by DGCA to perform Rvsm
operation
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM CRITICAL EQUIPMENT
• THE FOLLOWING EQUIPMENTS ARE MANDATORY FOR
RVSM FLIGHT:
• ADR 1&2,DMC 1&2,FCU(1 CHANNEL),1 XPDR,1
AUTOPILOT,1 FWC AND PFD 1&2. REFER MEL FOR
DOWNGRADE CONDITIONS.
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM CRITICAL EQUIPMENT
• Two independent altitude Measurement system and
each system consists of;
Cross coupled static source/system with ice protection
.
Equipment for measuring static pressure sensed by
static source and converting it to pressure altitude and
displaying it to flight crew
Equipment for providing digitally coded signal
corresponding to pressure altitude for automatic
altitude reporting purpose.
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM CRITICAL EQUIPMENT
Static source error correction(SSEC)
Equipment fit should provide refrence signal for
automatic control and alerting at selected altitude
An automatic altitude control system
ISSUE 03 REV 00 13/02/19
For Training Purpose
RVSM CRITICAL AREAS
• AREAS OF THE FUSELAGE NEAR STATIC PROBES ,WHICH
EFFECT THE AIRFLOW AROUND THESE PROBES.
• CAREFUL INSPECTION IS REQUIRED IN THESE AREAS AS
DAMAGE MAY AFFECT RVSM OPERATON.
ISSUE 03 REV 00 13/02/19
For Training Purpose
MAINTENANCE PRACTICES
a) All RVSM equipment shall be maintained in accordance with the
aircraft and component manufacturers' maintenance instructions
and the performance criteria of the RVSM approval data package.
b) Any modification or design change, which in any way affects the
initial RVSM approval, shall be subject to a design review
acceptable to DGCA.
c) Any repairs, not covered by approved maintenance documents,
that may affect the integrity of the continuing RVSM approval, e.g.
those affecting the alignment of pitot /static probes, repairs to dents
or deformation around static plates, shall be subject to a design
review acceptable to DGCA.
ISSUE 03 REV 00 13/02/19
For Training Purpose
MAINTENANCE PRACTICES
d) Built-in Test Equipment (BITE) testing shall not be used for system
calibration unless it is shown to be acceptable by the aircraft
manufacturer/design organization, and with the agreement of the
DGCA.
e) An appropriate system leak check (or visual inspection where
permitted) shall be accomplished following reconnection of a quick
disconnect static line.
f) Airframe and static systems shall be maintained in accordance with the
aircraft manufacturer's inspection standards and procedures.
ISSUE 03 REV 00 13/02/19
For Training Purpose
g) To ensure the proper maintenance of airframe geometry for proper
surface contours and the mitigation of altimetry system error, surface
measurements or skin waviness checks will need to be made, as
specified by the aircraft manufacturer, to ensure adherence to RVSM
tolerances. These checks should be performed following repairs, or
alterations having an effect on airframe surface and airflow.
h) The maintenance and inspection program for the autopilot will need
to ensure continued accuracy and integrity of the automatic altitude
control system to meet the height keeping standards for RVSM
operations. This requirement will typically be satisfied with
equipment inspections and serviceability checks.
ISSUE 03 REV 00 13/02/19
For Training Purpose
ALTIMETRY SYSTEM ERROR(ASE)
• Both primary altimeters should not read an error of more
than ±200ft.(Altitude alert )
ISSUE 03 REV 00 13/02/19
For Training Purpose
PERIODIC MONITORING
• MANDATORY CHECKS ARE DONE PERIODICALLY TO CHECK
THE ACCURACY OF THE [Link] OF A/C
HEIGHT KEEPING PERFORMANCE IS DONE BY HEIGHT
MONITORING UNIT(HMU) OR PORTABLE GPS HEIGHT
MONITORING UNIT(GMU) .MONITORING AGENCY FOR
ASIA REGION(MAAR) IS LOCATED IN BANGKOK.
ISSUE 03 REV 00 13/02/19
For Training Purpose
OPERATION
• BEFORE ENTERING RVSM AIRSPACE AEROPLANE SHOULD
HAVE ATC CLEARANCE
• CONFIRM AIRCRAFT SERVICIABILTY STILL ALLOWAS
AIRCRAFT TO ENTER SUCH AIRSPACE,
• MAKE ACROSS CHECK OF RADIO ALTIMETERS AT LEAST 2
ALTIMETERS MUST AGREE
• ENSURE ALTITUDE ALERTING SYSTEM MIS OPERATIVE
• DURING THE FLIGHT ANY DEVIATION FROM THE
ASSINGED ALTITUDE GREATER THAN 300 FT MUST BE
REPORTED TO ATC.
ISSUE 03 REV 00 13/02/19
For Training Purpose
CONCLUSION
ISSUE 03 REV 00 13/02/19
For Training Purpose
NEXT PRESENTATION
THANK YOU FOR YOUR ATTENTION
ISSUE 03 REV 00 13/02/19
For Training Purpose