CRITERIA FOR DETERMINING THE USABILITY OF AERODROMES

Criteria for Determining the Usability of Aerodromes

Departure, Destination and Alternate aerodromes to be used for operations must be adequate for the type of aircraft and operation concerned. To be selected for conducting an operation they should be suitable at the time of the operation.

Adequate Aerodrome

Bassaka Air shall only approve aerodromes for use that are adequate.

In this context, adequate infers that the runway dimensions, runway pavement bearing strength and significant obstacles in the local areas are such that the aeroplane performance requirements for take-off and landing are met in the conditions which may be expected to exist at the time of operation.

In addition, it should be anticipated that at the expected time of use, the aerodrome will be available and equipped with necessary auxiliary services, such as ATS, sufficient lighting, communications, weather reporting, navaids and emergency services.

The aerodrome Rescue and Fire Fighting (RFF) category must be sufficient for the aircraft type using the aerodrome.

The following items should also be considered when necessary:

• Landing and over flying permission has been obtained.
• The flight crew have the required qualification, experience and documentation including up-to-date approach and airport charts on board.
• For international flights, police, customs and immigration services are available at the expected time of use.

Suitable Aerodrome

An aerodrome shall be considered suitable if the aerodrome is adequate for Bassaka Air operation and:

• RVR or meteorological visibility is at or above the applicable planning minima,
• Ceiling or vertical visibility is at or above the applicable planning minima,
• Steady crosswind component is below the prescribed limitations, for a period commencing 1 hour before and ending 1 hour after the ETA on that aerodrome.

Rescue and Fire Fighting Services (RFF)

ICAO Annex 14 specifies the aerodrome requirements for Rescue and Fire Fighting (RFF).
Requirements regarding RFF aerodrome categories are laid down, depending upon:

• The aeroplane's overall length,
• The max fuselage width, and
• The number of movements of individual aeroplane types.

As per the table below, the following aerodrome RFF categories are applicable:

Aircraft Type         Required           Minimum
A320                             6                          4

Special considerations regarding minimum required RFF:

• For certain flight or series of flights operation to aerodromes with lower than required RFF category may be authorised by the Flight Operations Manager.
• Temporary downgrading of aerodromes RFF category before the flight or unforeseen downgrading of RFF category during the flight may be accepted by the Commander, however never below category 4.
• In case of emergency Commander shall decide on best course of actions.

Aerodrome Classification Process

Aerodrome classification process includes consideration of all relevant aspects that define adequacy of a certain aerodrome. Process shall be accomplished using team work principles by the following function holders:

• Chief Pilot,
• Flight Safety Officer,
• Flight Operations Manager.

Final discretion regarding classification of a certain aerodrome is with Flight Operations Manager.

Following aspects are considered during aerodrome classification process:

• Aerodrome dimensions with regard to performance requirements, aeroplane size and pavement condition;
• Obstacle clearance in the approach, missed approach, departure and cruise sectors;
• Take-off, cruise and approach facilities (electronic and visual aids);
• Availability of ATS;
• Local conditions such as special weather situations, night flying restrictions or even political aspects which might affect operations;
• Ground service facilities for fuelling, loading, de-/anti-icing, fire fighting and rescue, catering, general handling and the availability of immigration authorities;
• Considerations of engine failure or cabin depressurization impacts over critical areas.

Aerodrome Categorisation for Flight Crew Competence

Aerodrome classification process produces categorisations regarding required flight crew competence. Aerodromes are categorized, in ascending order of difficulty, from Category A to Category C according to characteristics as listed below.

Aerodrome categorisation for flight crew competence is published in OM Part C.

Category A aerodromes

Aerodromes which satisfy all of the following requirements:

• An approved instrument approach procedure;
• At least one runway with no performance limited procedure for take-off and/or landing;
• Published circling minima not higher than 1000 ft AAL;
• Night operations capability.

No additional competences are required before operating to Category A aerodrome.

Category B aerodromes

Aerodromes which do not satisfy the Category A requirements or require extra considerations such as:

• Non-standard approach aids and/or approach patterns;
• Unusual local weather conditions;
• Unusual characteristics or performance limitations;
• Any other relevant considerations including obstructions, physical layout, lighting etc.

Prior to operating to Category B aerodrome, the Commander shall be briefed, or self briefed.

Category C aerodromes

Category C aerodromes are aerodromes requiring additional considerations to those for Category B aerodromes.

Category C aerodromes require special crew authorisation. Prior to operating to such aerodrome, the Commander shall be briefed and visit the aerodrome as an observer and/or undertake instruction – special training in a flight simulator.

Take-off and landing at Category C aerodromes shall be performed by the Commander only.

Performance Requirements

General

All Company aeroplanes shall be operated as Performance Class A (complying with European regulation OPS 1.470).

For take-off and landing, the runway which gives the best safety margin under prevailing conditions shall be used, paying due regard to all relevant factors such as approach and landing aids, ATC requirements, payload etc.

When possible, take-off and landing shall be performed into the wind, especially if braking coefficients are reduced (e.g. wet runway). The tail-wind component for take-off and landing shall not exceed values specified in the AFM and OM Part B.

The crosswind (steady component and gusts) for take-off and landing shall not exceed the values specified in the OM Part B; due consideration shall be given to the runway condition and the braking action to be expected.

For all take-off and landing performance calculation, wind direction and velocities expressed as ‘light and variable’ should be considered as 5 knots tailwind.

Whenever take-off performance is limited by field length or obstacles, pilots shall use the maximum available TORA distance.

Take-off

The Commander shall ensure that the take-off weight does not exceed the maximum takeoff weight specified in the OM Part B for the:

• Pressure altitude and the ambient temperature at the aerodrome at which the takeoff is to be made;
• Structural limit.

The Commander must adhere to the following requirements when determining the maximum permitted take-off weight:

• The accelerate-stop distance must not exceed the accelerate-stop distance available;
• The take-off distance must not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available;
• The take-off run must not exceed the take-off run available;
• Compliance with this paragraph must be shown using a single value of V1 for the rejected and continued take-off;
• On a wet or contaminated runway, the take-off weight must not exceed that permitted for a take-off on a dry runway under the same conditions.

When showing compliance with requirements above, the Commander must take account of the following:

• The pressure altitude at the aerodrome;
• The ambient temperature at the aerodrome;
• The runway surface condition and the type of runway surface;
• The runway slope in the direction of take-off;
• Not more than 50% of the reported head-wind component or not less than 150% of the reported tailwind component;
• The loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

All above requirements shall be built into approved take-off performance calculations aids (e.g. RTOW tables ...).

Landing - Destination and Alternate Aerodromes

The Commander shall ensure that the landing weight of the aeroplane does not exceed:

• The maximum landing weight specified in the OM Part B for the pressure altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome;
• The maximum structural limit weight.

For instrument approaches with a missed approach gradient greater than 2.5% the Commander shall verify that the expected landing weight allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the oneengine inoperative missed approach configuration and speed. If requirement cannot be met, the contingency missed approach procedure shall be pre-planned and executed.

For instrument approaches with decision heights below 200 ft, the Commander must verify that the landing weight of the aeroplane, taking into account the take-off weight and the fuel expected to be consumed in flight, allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2.5%, or the published gradient, whichever is the greater. If requirement cannot be met, the contingency missed approach procedure shall be pre-planned and executed.

Required Landing Distance - Dry Runways

During flight preparation or in-flight re-planning, the Commander shall ensure that the landing weight of the aeroplane for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the threshold within 60% of the landing distance available.

When showing compliance with requirement above, the Commander must take account of the following:

• The altitude at the aerodrome;
• Not more than 50% of the head-wind component or not less than 150% of the tailwind component; and
• The runway slope in the direction of landing if greater than +/-2%.

When showing compliance with sub-paragraph above, it shall be assumed that:

• The aeroplane will land on the most favourable runway, in still air; and
• The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

Required Landing Distance - Wet Runways

During flight preparation or in-flight re-planning when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, in addition to the requirements for dry runways, the Commander shall ensure that, the landing distance available is at least 115% of the required landing distance on dry runway.

Required Landing Distance - Contaminated Runways

During flight preparation or in-flight re-planning when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, in addition to the requirements for dry runways:

• The Commander shall ensure that, the landing distance available is at least 115% of the required landing distance on dry runway; or
• The Commander shall ensure that, the landing distance available must be at least 115% of the actual landing distance determined in accordance with approved contaminated landing distance data or equivalent; whichever is greater.