UK Absolute Minima- What is it now?
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UK Absolute Minima- What is it now?
Can somebody please enlighten me on the latest procedure (if any) when an pilot wants to fly an IAP when the RVR is below (what used to be) the Absolute Minima (CAT1).
I know it changed a while ago and promptly changed again soon after but I've somehow missed the latest, I remember the CAA added a requirement for ATC to tell a pilot to "check your minima" but I see even this has been removed from the MATS Part 1 now, is it solely the Aerodrome Operating Minima procedure that is relevant?
Thanks in advance.
I know it changed a while ago and promptly changed again soon after but I've somehow missed the latest, I remember the CAA added a requirement for ATC to tell a pilot to "check your minima" but I see even this has been removed from the MATS Part 1 now, is it solely the Aerodrome Operating Minima procedure that is relevant?
Thanks in advance.
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If he does it, he gets prosecuted.
I'm fairly certain now that there is no Absolute Minima and no associated phraseology or requirement to take reporting action like it used to be.
I don't know what the current procedures are in the UK - but if you've read the MATS Pt 1, that tells you what will happen.
Another 'trigger' for absolute minima was the '125 which 'landed' off a PAR at Farnborough with an RVR of 300m. (No I wasn't the talkdown controller, but the guy who did it assured me he did it 'by the book' terminating at DH rather than continuing to touchdown like he and I usually did) The Citation at Southampton which landed on the 02 numbers having made an approach to 20 was another.
With the 125 at Farnborough, the passengers remarked it felt 'a bit bumpy'. Well it would I suppose as it landed just off the edge of the runway, crossed several taxiways, and became stuck in soft ground! My theory was the pilot saw what he thought were centreline lights (with which the runway was not equipped) but were actually the left hand HISLs.
There are of course procedures nowadays for suitably equipped aircraft to use 'lower than cat 1 minima' during a Cat 1 approach, but the aircraft operator must have authorisation from the CAA.
With the 125 at Farnborough, the passengers remarked it felt 'a bit bumpy'. Well it would I suppose as it landed just off the edge of the runway, crossed several taxiways, and became stuck in soft ground! My theory was the pilot saw what he thought were centreline lights (with which the runway was not equipped) but were actually the left hand HISLs.
There are of course procedures nowadays for suitably equipped aircraft to use 'lower than cat 1 minima' during a Cat 1 approach, but the aircraft operator must have authorisation from the CAA.
Last edited by chevvron; 11th Jun 2013 at 14:41.
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The UK-AIP section AD 1.1 contains the following which describes the applicable absolute minima, but my understanding is that ATCOs no longer need to remind pilots if they are going to land below the minima.
2.10 Approach Ban - All Aircraft
2.10.1 The requirements for the commencement and continuation of an approach (approach ban) applicable to all EU-OPS AOC
operations is given in EU-OPS 1.405. The UK CAA has obtained a derogation to allow all UK EU-OPS AOC operations to apply
the approach ban method outlined in this section.
2.10.2 The approach ban requirements for public transport operations, aerial work and private operations are defined in Articles 107,
108 and 109 of the Air Navigation Order 2009.
2.10.3 An aircraft may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be
continued below 1,000 ft above the aerodrome if the relevant RVR/Visibility for that runway is at the time less than the specified
minimum for landing.
2.10.4 If, after passing 1,000 ft in accordance with paragraph 10.3, the reported RVR/Visibility falls below the applicable minimum, the
approach may be continued to DA/H or MDA/H.
2.10.5 The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual
reference is established at the DA/H or MDA/H and is maintained.
2.10.1 The requirements for the commencement and continuation of an approach (approach ban) applicable to all EU-OPS AOC
operations is given in EU-OPS 1.405. The UK CAA has obtained a derogation to allow all UK EU-OPS AOC operations to apply
the approach ban method outlined in this section.
2.10.2 The approach ban requirements for public transport operations, aerial work and private operations are defined in Articles 107,
108 and 109 of the Air Navigation Order 2009.
2.10.3 An aircraft may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be
continued below 1,000 ft above the aerodrome if the relevant RVR/Visibility for that runway is at the time less than the specified
minimum for landing.
2.10.4 If, after passing 1,000 ft in accordance with paragraph 10.3, the reported RVR/Visibility falls below the applicable minimum, the
approach may be continued to DA/H or MDA/H.
2.10.5 The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual
reference is established at the DA/H or MDA/H and is maintained.
Last edited by Another_CFI; 1st Jun 2013 at 23:58.
