OM-A Change revision summary

Oct 2022 manual update

 If you read nothing else…..read this
1. EASA have implemented updates to regulation in relation to AWO, fuel planning and alternate
selections which affect your day-to-day operation of the aircraft.
2. Due to different timelines between the UK CAA and EASA there will be differences between the AOC’s

UK AOC Austrian/Swiss AOC

• OPR NA new EASA AWO notes on approach charts • LTS CAT 1 & OTS CAT 2 no longer approved for
and in route manual are applicable to the UK AOC Austrian and Swiss AOC (ceases to exist under
• CAT 3A/B terminology has changed EASA)
• Landing assured is replaced with “safe landing” • CAT 3A/B terminology has changed
• Precision approach/NPA terminology has changed
• Alternate planning criteria have changed
• Fuel Scheme concept introduced
• Landing assured is replaced with “safe landing”
 Contents
• All Weather Ops change
overview

• Fuel Scheme overview

• Detailed Change revision

summary manual
Applicable to:

LVO changes
Old New Training Explanation/Remark
terminology terminology requirement
LVTO 150m N New definition of LVTO is any take-off with
an RVR<550m (instead of 400m)
LVTO 125m N No significant differences

LVTO 75m N Not applicable to easyJet operations

LTS CAT 1 N EasyJet Europe and Easyjet Switzerland NO

longer approved from 30/10/2022
SA CAT 1 N EasyJet AOC’s are currently not approved

OTS CAT2 SA CAT 2 N No differences except naming

CAT 3A CAT 3 N No differences except naming and lowest

operations with system RVR down to 175m for EJU and EZS.
DH Fail passive system limited to DH50’ or
above
CAT 3B Cat 3 N No differences except naming convention
operations
without DH
Applicable to:

All Weather Ops applicability minima

There will be a transition period where the

chart minima need to be carefully
considered:
1. There will be AOC differences to
applicable minima on LIDO charts
2. LIDO may not be able to update all charts
with new terminology so there will be a
transition period
Applicable to:

All Weather Ops applicability minima

UK AOC operations minima need to consider any “OPR NA new EASA

AWO” notes on charts and in route manual.

Austrian and Swiss AOC are not permitted to fly LTS CAT 1 approaches
from 30th October 2022

OPR NA new EASA AWO = Operator not applying new EASA all
weather ops
Applicable to:

All Weather Ops applicability minima

CAT 3 with DH CAT 3 without DH

Note: OPR NA new EASA AWO minima Note: In case of downgrade crew need to
applies to UK AOC operation only consider new minima

Austrian/Swiss AOC
in case of downgrade with DH 50’ and CAT
3 DUAL available minimum RVR is 175m
Applicable to:

Definition Instrument Approach Operation

Instrument Approach Operation: an The main difference now is that we can take benefit, in some cases, in
approach and landing using instruments terms of visibility requirements for certain procedures using a 3D
for navigation guidance based on an operation.
instrument approach procedure (IAP).

There are two methods for executing

instrument approach operations:
(a) a two-dimensional (2D) instrument
approach operation, using lateral
navigation guidance only; and
(b) a three-dimensional (3D)
instrument approach operation, using
both lateral and vertical navigation
guidance.

Selected vertical modes (VS or FPA) = 2d Note: the chart will show the
Managed vertical modes (G/S or Final app) = 3d minima for 3d operations.
Applicable to:

All Weather Ops applicability minima

Note: OPR NA new EASA AWO minima

applies to UK AOC operation only

Note: Significantly lower minima for

circling as a consequence of regulatory
changes
Applicable to:

Fuel Scheme
A fuel scheme consists of the following elements:
1. A fuel planning and in-flight re-planning policy;
2. An aerodrome selection policy;
3. An in-flight fuel/energy management policy
Applicable to:

Fuel Scheme concept

The new regulation allows the operator to reduce some weather alternate planning minima or reduce
contingency fuel provided safety related info can be exchanged during flight between a/c and ICC

Departure airport
OLD situation New situation
Departure airport

Diversion airport
Diversion airport

Problem at
destination

Awareness of
problem and
diversion

Awareness of
problem and
diversion

EasyJet ICC Destination airport

Destination airport
EasyJet ICC
Applicable to:

ICC will monitor flights and provide advice to crews

on the following:

(A) an aircraft technical failure;

(B) unforeseen hazards caused by:
(1) air traffic
Flight Monitoring (2) meteorological conditions
(3) aerodrome and runway status
(4) navigation aid status
(5) availability of communications
(C) updates of the operational flight plan when
they affect the fuel reserves;
Applicable to:

Definition 8.1.2.2.2.4 Alternate planning minima

Type A Instrument Approach Operation:
An instrument approach operation with an
Type approach operation Aerodrome ceiling RVR/VIS
MDH or a DH at or above 250 ft.
Type B instrument DA/H + 200ft RVR/VIS + 550m
Type B Instrument Approach Operation: approach operations
An operation with a DH below 250 ft.
3D type A, facility with DA/H or MDA/H* + 200ft RVR/VIS** + 800m
Type B instrument approach operations system minima 200ft or less
are categorised as: 2 or more usable type A DA/H or MDA/H* + 200ft RVR/VIS** + 1000m
(a) Category I (CAT I): a DH not lower instrument approach
than 200 ft and with either a visibility not operations***, each based
less than 800 m or an RVR not less than on separate navaid
550 m;
Other type A instrument DA/H or MDA/H + 400ft RVR/VIS + 1500m
(b) Category II (CAT II): a DH lower than
approach operations
200 ft but not lower than 100 ft, and an
RVR not less than 300 m; Circling approach MDA/H + 400ft VIS + 1500m
(c) Category III (CAT III): a DH lower operations
than 100 ft or no DH, and an RVR less Wind limitations should be applied taking in account runway condition
than 300 m or no RVR limitation"
* The higher of the usable DA/H or MDA/H
Example: An ILS approach would typically be a ** The higher of the usable RVR or VIS
type B approach but if the OCH>250’ it becomes *** Crew may select the most convenient planning minima row. For example, aerodrome
a type A approach. with two type A approaches: one ILS CAT I (DA 350 ft/DH250 ft/550 m) another VOR/DME
(MDA 650 ft/1 500 m) the “3D type A, facility with system minima 300’ or less” can be used
Alternate planning minima refers to ‘operational to determine minima
credits’. For EasyJet this currently only applies to
SA CAT 2 approaches.
Applicable to:

Fuel Policy
• The easyJet fuel policy remains the same for all AOC’s
• Impact on individual fuel planning elements is minimal with differences below

TAXI FUEL • Minor change in wording crew to consider local conditions and APU consumption

TRIP FUEL • Minor addition in manual to explain arrival routing planning

Contingency FUEL • No sig change

Destination Alternate Fuel • No sig change (note planning minima have changed)

Final Reserve Fuel • No sig change

Additional Fuel • This now includes additional fuel added by ICC (part of minimum block fuel)

Extra Fuel • Extra fuel is ‘discretionary fuel’ added by commander

Applicable to:

8.3.7.1.3 Low Fuel State Definition

The objective of the Final Reserve Fuel is to ensure that a safe landing is made at any aerodrome Safe Landing
when unforeseen circumstances may not allow to safely complete the flight, as originally planned. In the context of fuel schemes, a landing at
an adequate aerodrome with no less than
The commander should always consider first planning a safe-landing option and estimating
whether this landing can be performed with more than Final Reserve. When this estimation the final reserve fuel remaining and in
indicates that the Final Reserve can no longer be protected, then a fuel emergency should be compliance with the applicable operational
declared and any landing option explored (aerodromes not in easyJet database, military procedures and aerodrome operating
aerodromes, closed runways), including deviating from rules, operational procedures, and minima.
methods in the interest of safety as per the commanders authorities.
Note: Safe landing concept is embedded in
When committed to land at a specific aerodrome, the commander should take into account any
operational factor that may cause a delay to landing, and thus determine whether the aircraft will entire fuel scheme (flight planning etc)
land with less than the planned Final Reserve Fuel, even after receiving clearance from ATC. A
change that may cause a delay to landing could be other than the ATC, e.g. a change of weather
conditions, etc. If any such factor is likely to result in landing with less than the planned Final
Reserve, the commander should declare ‘MINIMUM FUEL’ to ATC.

A ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been
reduced to a specific aerodrome of intended landing. It also informs the ATC that any change to
the existing clearance may result in landing with less than the planned Final Reserve. This is not
an emergency situation but an indication that an emergency situation is possible, should any
additional delay occur. Crew should not expect any form of priority handling as a result of a
‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional
expected delays, as well as coordinate with other ATC units when transferring the control of the
aeroplane, to ensure that the other ATC units are aware of the flight’s fuel state.

The Commander shall declare a situation of fuel emergency by broadcasting MAYDAY, MAYDAY,
MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the
nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.
 End of presentation
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