2017 KOMMISSIONENS FÖRORDNING (EU)

Transkript

1 Flygplatsmöte 2017 Frågor 1. Räddningsverksamhetens möjligheter att landa på upphöjd flygplats utan personal på plats? 2. 2 hkp på samma platta med liten plats? 3. Virtuellt FATO 4. PinS Karl-Axel Edén Flyginspektör/Sakkunnig, helikopteroperativa regler Sjö- och luftfartsavdelningen, sektionen för allmänflyg, helikopter och fritidsbåtar

2 Flygplatsmöte 2017 KOMMISSIONENS FÖRORDNING (EU) nr 965/2012 av den 5 oktober 2012 om tekniska krav och administrativa förfaranden i samband med flygdrift enligt Europaparlamentets och rådets förordning (EG) nr 216/2008 (EUT L 296, , s. 1)

3 Obemannad upphöjd (TSG ) Vägledning vid enhetlig tillämpning av Användbar flygplats räddningstjänst I enlighet med ORO.GEN.200(a)(3) ska en operatör identifiera faror för flygsäkerheten som verksamheten medför och hantera därmed förbundna risker

4 Obemannad upphöjd CAT.OP.MPA.105 Use of aerodromes and operating sites a) The operator shall only use aerodromes and operating sites that are adequate for the type(s) of aircraft and operation(s) concerned. b) The use of operating sites shall only apply to: 1) other-than complex motor-powered aeroplanes; and 2) helicopters. CAT.OP.MPA.107 Adequate aerodrome The operator shall consider an aerodrome as adequate if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids and emergency services.

5 Obemannad upphöjd AMC1 CAT.OP.MPA.105 Use of aerodromes and operating sites DEFINING OPERATING SITES HELICOPTERS When defining operating sites (including infrequent or temporary sites) for the type(s) of helicopter(s) and operation(s) concerned, the operator should take account of the following: (a) An adequate site is a site that the operator considers to be satisfactory, taking account of the applicable performance requirements and site characteristics (guidance on standards and criteria are contained in ICAO Annex 14 Volume 2 and in the ICAO Heliport Manual (Doc 9261-AN/903)). (b) The operator should have in place a procedure for the survey of sites by a competent person. Such a procedure should take account of possible changes to the site characteristics which may have taken place since last surveyed.

6 Obemannad upphöjd c) Sites that are pre-surveyed should be specifically specified in the operations manual. The operations manual should contain diagrams or/and ground and aerial photographs, and depiction (pictorial) and description of: c) the overall dimensions of the site; d) location and height of relevant obstacles to approach and take-off profiles, and in the manoeuvring area; e) approach and take-off flight paths; f) surface condition (blowing dust/snow/sand); g) helicopter types authorised with reference to performance requirements; h) provision of control of third parties on the ground (if applicable); i) procedure for activating site with land owner or controlling authority; j) other useful information, for example, appropriate ATS agency and frequency; and k) lighting (if applicable). d) For sites that are not pre-surveyed, the operator should have in place a procedure that enables the pilot to make, from the air, a judgment on the suitability of a site. (c)(1) to (c)(6) should be considered. e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125 (b)(4)) should not be permitted.

7 Flera hkp på begränsat utrymme AMC1 CAT.POL.H.205 & CAT.POL.H.220 Take-off and landing APPLICATION FOR ALTERNATIVE TAKE-OFF AND LANDING PROCEDURES (a) A reduction in the size of the take-off surface may be applied when the operator has demonstrated to the competent authority that compliance with the requirements of CAT.POL.H.205, 210 and 220 can be assured with: (1) a procedure based upon an appropriate Category A take-off and landing profile scheduled in the AFM; (2) a take-off or landing mass not exceeding the mass scheduled in the AFM for a hover-out-of ground-effect one-engine-inoperative (HOGE OEI) ensuring that: (i) following an engine failure at or before TDP, there are adequate external references

8 Flera hkp på begränsat utrymme to ensure that the helicopter can be landed in a controlled manner; and (ii) following an engine failure at or after the landing decision point (LDP), there are adequate external references to ensure that the helicopter can be landed in a controlled manner. (b) An upwards shift of the TDP and LDP may be applied when the operator has demonstrated to the competent authority that compliance with the requirements of CAT.POL.H.205, 210 and 220 can be assured with: (1) a procedure based upon an appropriate Category A take-off and landing profile scheduled in the AFM; (2) a take-off or landing mass not exceeding the mass scheduled in the AFM for a HOGE OEI

9 Flera hkp på begränsat utrymme ensuring that: (i) following an engine failure at or after TDP compliance with the obstacle clearance requirements of CAT.POL.H.205 (b)(4) and CAT.POL.H.210 can be met; and (ii) following an engine failure at or before the LDP the balked landing obstacle clearance requirements of CAT.POL.H.220 (b) and CAT.POL.H.210 can be met. (c) The Category A ground level surface area requirement may be applied at a specific elevated FATO when the operator can demonstrate to the competent authority that the usable cue environment at that aerodrome/operating site would permit such a reduction in size.

10 Flera hkp på begränsat utrymme GM1 CAT.POL.H.205&CAT.POL.H.220 Take-off and landing APPLICATION FOR ALTERNATIVE TAKE-OFF AND LANDING PROCEDURES The manufacturer s Category A procedure defines profiles and scheduled data for take-off, climb, performance at minimum operating speed and landing, under specific environmental conditions and masses. Associated with these profiles and conditions are minimum operating surfaces, take-off distances, climb performance and landing distances; these are provided (usually in graphic form) with the take-off and landing masses and the take-off decision point (TDP) and landing decision point (LDP).

11 Flera hkp på begränsat utrymme The landing surface and the height of the TDP are directly related to the ability of the helicopter following an engine failure before or at TDP to reject onto the surface under forced landing conditions. The main considerations in establishing the minimum size of the landing surface are the scatter during flight testing of the reject manoeuvre, with the remaining engine operating within approved limits, and the required usable cue environment. Hence, an elevated site with few visual cues apart from the surface itself would require a greater surface area in order that the helicopter can be accurately positioned during the reject manoeuvre within the specified area. This usually results in the stipulation of a larger surface for an elevated site than for a ground level site (where lateral cues may be present).

12 Flera hkp på begränsat utrymme This could have the unfortunate side effect that a FATO that is built 3 m above the surface (and, therefore, elevated by definition) might be out of operational scope for some helicopters even though there might be a rich visual cue environment where rejects are not problematical. The presence of elevated sites where ground level surface requirements might be more appropriate could be brought to the attention of the competent authority. It can be seen that the size of the surface is directly related to the requirement of the helicopter to complete a rejected take-off following an engine failure. If the helicopter has sufficient power such that a failure before or at TDP will not lead to a requirement for rejected takeoff, the need for large surfaces is removed; sufficient power for the purpose of this GM is considered to be the power required for hover outof-ground-effect one-engine-inoperative (HOGE OEI).

13 Flera hkp på begränsat utrymme Following an engine failure at or after the TDP, the continued take-off path provides OEI clearance from the take-off surface and the distance to reach a point from where climb performance in the first, and subsequent segments, is assured. If HOGE OEI performance exists at the height of the TDP, it follows that the continued take-off profile, which has been defined for a helicopter with a mass such that a rejected take-off would be required following an engine failure at or before TDP, would provide the same, or better, obstacle clearance and the same, or less, distance to reach a point where climb performance in the first, and subsequent segments, is assured. If the TDP is shifted upwards, provided that the HOGE OEI performance is established at the revised TDP, it will not affect the shape of the continued take-off profile but should shift the min-dip upwards by the. same amount that the revised TDP has been increased with respect to the basic TDP.

14 Flera hkp på begränsat utrymme Such assertions are concerned only with the vertical or the backup procedures and can be regarded as achievable under the following circumstances: (a) when the procedure is flown, it is based upon a profile contained in the AFM with the exception of the necessity to perform a rejected take-off; (b) the TDP, if shifted upwards (or upwards and backward in the backup procedure) will be the height at which the HOGE OEI performance is established; and (c) if obstacles are permitted in the backup area, they should continue to be permitted with a revised TDP.

15 Virtuellt FATO Virtuellt FATO Förutsätting för att kunna utnyttja ett virtuellt FATO är att det finns en procedur för detta i AFM. Prestandaklass 1 förutsätter formalitet

16 PinS PinS Sektionen för flygtrafiktjänst: En förutsättning för instrumentinflygning till lägre miniman är att man kan säkerställa att det inte finns konfliktande trafik i färdvägen. Luftrumsklasserna i Sverige idag inkluderar inte RMZ eller TMZ och därför är det bara möjligt med låga miniman till CTR och kanske till vissa andra fält med skyddat luftrum eller möjligentiz. En operatör som kan visa att man har ett system för att undvika kollision med konfliktande trafik kan ansöka om specialtillstånd. Ett sådant system skulle kunna vara antingen intern i luftfartyget, eller markbaserat.

17 Flygplatsmöte 2017 Frågor 1. Räddningsverksamhetens möjligheter att landa på upphöjd flygplats utan personal på plats? 1. Krav i regelverket om verksamhet på upphöjd flygplats 2. Hur tänds ljusen om mörker? Kan tändas av annan än räddningspersonal 2. 2 hkp på samma platta med liten plats? 1. Har operatören godkända procedurer för avsedd landning? 965 ställer krav på beskrivning i OM om godkännande av landningsplats, i förväg eller från luften. Vilken yta krävs enligt AFM? 3. Virtuellt FATO 1. Procedur i AFM 4. PinS 1. Skyddat luftrum 2. Lösningen kan ligga på det politiska planet