All Weather Operations
All Weather Operations
All Weather Operations
1.
INTRODUCTION
Aerodrome Operating Minima are established in order to ensure the desired
level of safety in Aeroplane Operations at an Aerodrome by limiting these
operations in specified weather conditions. The values of aerodrome operating
minima for a particular operation must ensure that at all times the combination
of information available from external sources and the aeroplane instruments
and equipment is sufficient to enable the aeroplane to be operated along the
desired flight path.
2.
3.
DEFINITIONS/TERMINOLOGY
For the purpose of this CAR, definitions and terminology associated with AWO
are amplified below;
Aerodrome operating minima. The limits of usability of an aerodrome for:
a) take-off, expressed in terms of runway visual range and/or visibility and, if
necessary, cloud conditions;
b) landing in precision approach and landing operations, expressed in terms of
visibility and/or runway visual range and decision altitude/height (DA/H) as
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or an operation with a DH in the range of CAT II but with an RVR in the range
of CAT I would be considered a CAT II operation).
Approach ban point. The point on a final approach where the reported weather
conditions at the runway must meet the applicable minima so as to be able to meet
regulatory requirements for continuing an instrument approach to a landing.
Automatic flight control system (AFCS) with coupled approach mode. Airborne
system which provides automatic control of the flight path of the aeroplane during
approach.
Automatic landing system. The airborne system which provides automatic control
of the aeroplane during the approach and landing.
Categories of aeroplanes. The following five categories of typical aeroplanes have
been established based on 1.3 times the stall speed in the landing configuration at
maximum certificated landing mass.
Category A
Category B
Category C
Category D
Category E
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Decision altitude (DA) or decision height (DH). A specified altitude or height in the
precision approach or approach with vertical guidance at which a missed approach
must be initiated if the required visual reference to continue the approach has not
been established.
Note 1. Decision altitude (DA) is referenced to mean sea level and decision height
(DH) is referenced to the threshold elevation.
Note 2. The required visual reference means that section of the visual aids or of
the approach area which should have been in view for sufficient time for the pilot to
have made an assessment of the aircraft position and rate of change of position, in
relation to the desired flight path. In Category III operations with a decision height the
required visual reference is that specified for the particular procedure and operation.
Note 3. For convenience where both expressions are used they may be written in
the form decision altitude/height and abbreviated DA/H.
Enhanced vision system (EVS). A system to display electronic real-time images of
the external scene achieved through the use of image sensors.
Equivalent position. A position that can be established by means of a DME
distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix
between three and five miles from threshold that independently establishes the
position of the aeroplane.
Fail-operational automatic landing system. An automatic landing system is failoperational if, in the event of a failure, the approach, flare and landing can be
completed by the remaining part of the automatic system.
Fail-operational hybrid landing system. A system which consists of two or more
independent landing systems. In the event of failure of one system, guidance or
control is provided by the remaining system(s) to permit completion of the landing.
Note. A fail-operational hybrid landing system may consist of a fail-passive
automatic landing system with a monitored head-up display which provides guidance
to enable the pilot to complete the landing manually after failure of the automatic
landing system.
Fail-passive automatic landing system. An automatic landing system is failpassive if, in the event of a failure, there is no significant deviation of aeroplane trim,
flight path or attitude but the landing will not be completed automatically.
Final approach. That part of an instrument approach procedure which commences
at the specified final approach fix or point, or where such a fix or point is not
specified,
a) at the end of the last procedure turn, base turn or inbound turn of a racetrack
procedure, if specified; or
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b)
Instrument flight rules (IFR). A set of rules governing the conduct of flight under
instrument meteorological conditions.
Note. IFR specifications are found in Chapter 4 of Annex 2. Instrument flight rules
may be followed in both IMC and VMC.
Instrument meteorological conditions (IMC). Meteorological conditions expressed
in terms of visibility, distance from cloud, and ceiling*, less than the minima specified
for visual meteorological conditions.
Note 1. *Ceiling as defined in Annex 2.
Note 2 - The specified minima for visual meteorological conditions are
contained in Annex 2.
Low visibility procedures (LVP). Specific procedures applied at an aerodrome for
the purpose of ensuring safe operations during Categories II and III approaches
and/or low visibility take-offs.
Low visibility take-off (LVTO). A term used in relation to flight operations referring
to a take-off on a runway where the RVR is less than 400 m.
Minimum descent altitude (MDA) or minimum descent height (MDH). A specified
altitude or height in a non-precision approach or circling approach below which
descent must not be made without the required visual reference.
Note 1. Minimum descent altitude (MDA) is referenced to mean sea level and
minimum descent height (MDH) is referenced to the aerodrome elevation or to
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the threshold elevation if that is more than 2 m (7 ft) below the aerodrome
elevation. A minimum descent height for a circling approach is referenced to the
aerodrome elevation.
Note 2. The required visual reference means that section of the visual aids or
of the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In the case of a circling approach
the required visual reference is the runway environment.
Note 3. For convenience when both expressions are used they may be written
in the form minimum descent altitude/ height and abbreviated MDA/H.
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Touchdown zone (TDZ). The portion of a runway, beyond the threshold, where it is
intended landing aeroplanes first contact the runway.
Vertical Navigation (VNAV). A method of navigation which permits aircraft
operation on a vertical flight profile using altimetry sources, external flight path
references, or a combination of these.
Visibility. Visibility for aeronautical purposes is the greater of:
a) the greatest distance at which a black object of suitable dimensions, situated
near the ground, can be seen and recognized when observed against a bright
background;
b) The greatest distance at which lights in the vicinity of 1 000 candelas can be
seen and identified against an unlit background.
Note 1. The two distances have different values in air of a given extinction
coefficient, and the latter b) varies with the background illumination. The former
a) is represented by the meteorological optical range (MOR).
Note 2. The definition applies to the observations of visibility in local routine
and special reports, to the observations of prevailing and minimum visibility
reported in METAR and SPECI and to the observations of ground visibility.
Visual approach. An approach by an IFR flight when either part or all of an
instrument approach procedure is not completed and the approach is executed by
visual reference to terrain.
Visual flight rules (VFR). Regulatory provisions for visual flight.
Note VFR specifications are found in Annex 2
Visual meteorological conditions (VMC). Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling*, equal to or better than specified
minima.
Note 1 - * Ceiling as defined in Annex 2.
Note 2 - VFR specifications are found in Annex 2
4.
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4.6
4.6.1 The PIC shall not commence an instrument approach if the reported
RVR/Visibility is below the applicable minimum.
4.6.2 If, after commencing an instrument approach, the reported RVR/Visibility falls
below the applicable minimum, the approach shall not be continued:
(a) below 1 000 ft above the aerodrome; or
(b) into the final approach segment in the case where the DA/H or MDA/H is
more than 1 000 ft above the aerodrome.
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4.6.3 Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
4.6.4
If, after passing 1000 ft above the aerodrome elevation, the reported
RVR/visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
4.6.5 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.
4.6.6 The touch-down zone RVR is always controlling. If reported and relevant, the
mid-point and stop-end RVR are also controlling. The minimum RVR value for
the mid-point is 125 m or the RVR required for the touch-down zone if less,
and 50 m for the stop-end. For aeroplanes equipped with a stop-end (roll-out)
guidance or control system, the minimum RVR value for the mid-point is 50 m.
Note: Relevant, in this context, means that part of the runway used
during the high speed phase of the landing down to a speed of
approximately 60 knots.
4.7
Stabilized Approaches
All approaches shall be flown as stabilised approaches (SAp) unless otherwise
approved by DGCA for a particular approach to a particular runway.
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distance that the pilot may acquire visual cues on approach. As RVR and
meteorological visibility are established differently, a ratio can be identified
between the two. Effect of lighting intensities and background luminance play a
role when establishing an RVR. In cases where the RVR is not reported, a pilot
may derive RVR/CMV by using a mathematical conversion depending upon the
type of approach lighting and day/night conditions. The RVR/CMV derived from
the table below may be used by an operator to commence or continue an
approach to the applicable DA/MDA.
An Operator should ensure that a meteorological visibility to RVR conversion is
not used;
a) for takeoff,
b) for calculating any other required RVR minimum less than 800 m,
c) for visual/circling approaches,
d) or when reported RVR is available.
When converting meteorological visibility to RVR in all other circumstances than
those in sub-paragraph above, an operator should ensure that Table 1 below is
used:
Note-
5.
Night
and 15
20
15
No lighting
Not applicable
10
(a) Each aeroplane concerned is certified for operations with decision heights
below 200 ft, or no decision height, and equipped in accordance with CAR
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An operator shall not conduct low visibility take-offs in less than 400 m RVR
unless approved by DGCA. Scheduled operators may be authorized LVTO
minima of up to 125 m. This requires that a 90 m visual segment shall be
available from the cockpit at the start of the take-off run. Foreign operators,
who are authorized by their State Regulatory Authority for LVTO, shall submit
requisite documents to DGCA for approval of LVTO at Indian aerodromes.
Non-scheduled and general aviation operators shall not conduct take-offs
below 500 m RVR.
6.
6.1
6.2
An operator shall verify that low visibility procedures (LVP) have been
established, and will be enforced, at those aerodromes where low visibility
operations are to be conducted.
7.
7.1
An operator shall ensure that low visibility training and checking is conducted
in accordance with a detailed syllabus approved by FSD, DGCA and included
in the Operations Manual. The flight crew qualification is specific to the
operation and aircraft type. An operator shall ensure that, prior to conducting
Category II and III operations each flight crew member completes the training
and checking requirements for Cat II/III prescribed herein to the limiting
values of RVR and Decision Height appropriate to the operators approval;
and is qualified in accordance with this CAR. Cat II/III authorization shall be
applicable only to scheduled operators.
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Ground Training for PIC, Co-Pilot for Cat-II and Cat- III Authorization
The ground training shall lay specific emphasis on the following;
7.3.1 All the technical aspects required for Cat-II and Cat-III operations, the aircraft
equipment required for carrying out Cat-II and Cat-III approaches and
associated weather phenomenon, with special emphasis on poor visibility in
fog, rain, meteorological minima etc. This training shall be given by Ground
Instructor/Flight Instructor/ Synthetic Flight Instructor/Examiner trained in CatII and Cat-III operations
7.3.2 The techniques for Cat-II and Cat-III operations, effects on operations due
failures in the airborne and ground equipment and their indications, and action
required to be taken on various failures. This training shall be given by Flight
Instructor/Synthetic Flight Instructor/Examiner trained in Cat-II and Cat-III
operations
7.4.
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ensure that the pilot acquires the required proficiency and if necessary
additional training be given. In case of a gap between ground classes/
simulator training and line flying of more than six months the pilot shall
undergo a simulator training session of at least 8 Cat-II/III approaches of
which minimum 1 Cat-II approach should be a manual landing. This may be
combined with recurrent IR/PPC training.
Note: Incapacitation procedures shall be practiced.
7.4.1 Simulator Training for PIC/Co-pilot.
7.4.1.1 Pilots with no previous Cat-II/III Authorization.
(a) One Cat-II training session of minimum of 3 hours consisting of a minimum
of 15 Cat-II approaches in which at least 4 landings and 4 go around
shall be accomplished, of which at least 2 each autoland and manual F/D
(flight director) landings shall be accomplished. The exercise shall also
include approaches with one engine inoperative for landing and goaround. Low visibility takeoffs and reject take-offs due to engine failure at
low speeds and high speeds shall be carried out. LVTO training as
specified in this CAR may be included in Cat-II/III training Handling of
failures and taking necessary corrective action shall also be part of the
training.
(b) One Cat-II evaluation session of 1 hour by an Examiner to check the
proficiency consisting of at least 3 landings (of which 1 shall be manual
F/D landing) and 1 go around to include engine failure on approach, go
around, recognition of aircraft and ground equipment failures and to take
necessary corrective action.
(c) Only on successful completion of simulator training/evaluation for Cat-II
operations, pilot shall undergo one Cat- III training session of 2 hours
consisting of at least 6 landings and 2 go around with all engines
operating, critical engine failure and also with equipment failures and to
demonstrate ability to take necessary corrective actions to handle the
failures.
(d) One Cat-III evaluation session of 1 hour by an Examiner to check the
proficiency consisting of a minimum of 3 landings and 1 go around.
Note: The Co-pilot shall be part of flight crew composition when simulator
training and evaluation session by Examiner is being conducted for
PIC as stipulated above.
7.4.1.2 Pilots with previous Cat-II/III authorization on different design type
Training and evaluation as per Para 7.4.1.1 above.
7.4.1.3 Pilots with previous Cat-II/III authorization on similar design type.
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7.6.
7.7.1 An operator shall ensure that, prior to conducting Low Visibility Take-offs each
flight crew member:
Rev. 2, 30th August 2013
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(a)
(b)
(c)
(d)
7.7.2 The PIC and Co-pilot should have gained experience of 100 hours in the
relevant aeroplane type as PIC and released Co-pilot respectively before
being authorized to use LVTO minima up to the limiting RVR.
7.8
7.9
(b)
Reject take-off at low speed and high speed under limiting RVR
conditions.
(c)
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(a)
(b)
8.
8.1
8.2
(b)
(c)
The flight crew members are properly qualified and trained prior to
commencing a low visibility take-off (in an RVR of less than 400 m),
Category II or III approach.
8.3
9.
9.1
9.1.1 Windshield wipers (where fitted) for both PIC and Co-pilot
Rev. 2, 30th August 2013
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The PIC shall satisfy himself/herself that the status of the aeroplane and of
the relevant airborne systems is appropriate for the specific operation to be
conducted.
10.
10.1 VFR flights are conducted in accordance with the Visual Flight Rules and in
accordance with Table 2.
10.2 Special VFR flights are not permitted for commercial air transport aeroplanes.
Table 2: Minimum Visibilities for VFR Operations
Altitude Band
Flight Visbility
At or above 3050 A3 B C D E F G
m
(10000
ft)
AMSL
8 km
1500 m horizontally
300 m (1000 ft)
vertically
5 km
1500 m horizontally
300 m (1000 ft)
vertically
At or below 900 A3 B C D E
m
(3000
ft)
AMSL, or 300 m
(1000 ft) above
terrain, whichever F G
is the higher
5 km
1500 m horizontally
300 m (1000 ft)
vertically
5 km2
Airspace Class
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Note 1 -
Note 2 -
Note 3 -
11.
11.1
11.2
11.2.1 The PIC and Co-pilot shall have minimum 500 hours experience on type.
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11.2.2 The PIC and Co-pilot shall have minimum 10 hours experience on type in the
preceding 90 days.
11.2.3 The operator shall provide adequate training including training on the relevant
simulator (minimum Level C) to its pilots to make them familiar with the
operation under reduced visibility conditions and other associated hazards.
11.2.4 The PIC and Co-pilot shall have to demonstrate to an Examiner qualified on
type his proficiency to handle normal/abnormal situations under
simulated/actual reduced visibility conditions.
11.3
11.3.4 Decision height (DH). An operator must ensure that the decision height to be
used for an approach is not lower than:
(a)
the minimum height to which the approach aid can be used without the
required visual reference; or
(b)
(c)
(d)
(e)
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Lowest DH / MDH
ILS/MLS/GLS CAT I
200 ft1
250 ft
250 ft
300 ft
approved 300 ft
VOR
300 ft
VOR/DME
250 ft
NDB
350 ft
NDB/DME
300 ft
VDF
350 ft
Note 1. 200 ft is the lowest authorized DH for Category I operation unless
an equivalent level of safety can be achieved through use of additional
procedural or operational requirements.
Note 2. A lowest DH of 200 ft for RNAV with approved vertical guidance
approaches shall only be used if full SBAS capability is available. Otherwise a
DH of 250 ft is required.
11.3.7 Determination of RVR/CMV/Visibility minima for Category 1, APV and nonprecision approaches.
The minimum RVR/CMV/Visibility shall be the highest of the values derived
from Table 4 or Table 5, but not greater than the maximum values shown in
Table 5 where applicable. The values in Table 4 are derived from the
formula below with the length of the approach lighting system taken into
account as part of the formula for derivation of RVR;
Required RVR/Visibility (m) = [(DH/MDH (ft) x 0.3048) / tan] - length of
approach lights (m);
where is the calculation angle, being a default value of 3.00 increasing in
steps of 0.10 for each line in Table 5 up to 3.77 and then remaining
constant.
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DH
(ft)
or
FA
MDH LS
IAL
S
BAL
S
NALS
FAL
S
IAL
S
BA
LS
NALS
DH or MDH (ft)
(metres)
(metres)
200
- 210
550
750
1000
1200
541
560
1800
2100
2300
2500
211
- 220
550
800
1000
1200
561
580
1900
2200
2400
2600
221
- 230
550
800
1000
1200
581
600
2000
2300
2500
2700
231
- 240
550
800
1000
1200
601
620
2100
2400
2600
2800
241
- 250
550
800
1000
1300
621
640
2200
2500
2700
2900
251
- 260
600
800
1100
1300
641
660
2300
2600
2800
3000
261
- 280
600
900
1100
1300
661
680
2400
2700
2900
3100
281
- 300
650
900
1200
1400
681
700
2500
2800
3000
3200
301
- 320
700
1000
1200
1400
701
720
2600
2900
3100
3300
321
- 340
800
1100
1300
1500
721
740
2700
3000
3200
3400
341
- 360
900
1200
1400
1600
741
760
2700
3000
3300
3500
361
- 380
1000 1300
1500
1700
761
800
2900
3200
3400
3600
381
- 400
1100 1400
1600
1800
801
850
3100
3400
3600
3800
401
- 420
1200 1500
1700
1900
851
900
3300
3600
3800
4000
421
- 440
1300 1600
1800
2000
901
950
3600
3900
4100
4300
441
- 460
1400 1700
1900
2100
951
1000
3800
4100
4300
4500
461
- 480
1500 1800
2000
2200
1001
1100
4100
4400
4600
4900
481
- 500
1500 1800
2100
2300
1101
1200
4600
4900
5000
5000
501
- 520
1600 1900
2100
2400
5000
5000
5000
5000
521
- 540
1700 2000
2200
2400
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RVR/C
MV (m)
Aeroplane Category
A
ILS/MLS/GLS,
PAR,
and Min
RNAVwith
approved
vertical
Max
guidance
According to Table 4
1500
1500
2400
2400
NDB,
NDB/DME,
VOR, Min
VOR/DME, LOC, LOC/DME,
VDF,
SRA,
RNAVwithout
approved vertical guidance with a Max
procedure which fulfills the
critera in paragraph 11.3.8(b)
750
750
750
750
1500
1500
2400
2400
1000
1000
1200
1200
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APV, NPA
ILS
standby No effect
transmitter
Outer marker
Middle marker
No effect
RVR
assessment
systems
No effect
Approach lights
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APV, NPA
Centre
line No effect
lights
spacing
increased
to
30m
Touchdown
zone lights
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Length, configuration
approach lights
and intensity of
11.3.8 In order to qualify for the lowest allowable values of RVR detailed in
Table 4 (applicable to each approach grouping), the instrument
approach procedures should be flown as an instrument approach and
landing operation and shall meet at least the following facility
requirements and associated conditions:
(a)
(b)
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11.4
(b)
(c)
A decision height below 200 ft but not lower than 100 ft; and
(b)
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(d) The decision height to which the flight crew is authorised to operate;
or
(e) 100 ft.
whichever is higher.
11.4.3 Visual reference.
A pilot may not continue an approach below either the Category II decision
height determined in accordance with Para 11.4.2 above unless visual
reference containing a segment of at least 3 consecutive lights being the
centre line of the approach lights, or touchdown zone lights, or runway centre
line lights, or runway edge lights, or a combination of these is attained and
can be maintained. This visual reference must include a lateral element of the
ground pattern, i.e. an approach lighting crossbar or the landing threshold or a
barrette of the touchdown zone lighting.
11.4.4 Required RVR.
The lowest minima to be used by an operator for Category II operations is
300 m for a DH of 100 ft. If it is necessary to increase DH due to, for
example, facility limitations or an increased OCH, then a corresponding
increase in minimum RVR will be required as shown in Table 7.
Table 7: RVR for Category II operations minima
Decision Height
Category RVR/aeroplane
D
100 ft - 120 ft
300 m
300 m2 / 350 m
121ft - 140 ft
400 m
400 m
141 ft 199 ft
450 m
450 m
Note1 -
Category
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(b)
Note: Where the decision height (DH) and runway visual range (RVR) do not
fall within the same Category, the RVR will determine in which Category the
operation is to be considered.
11.5.2. Decision height.
For operations in which a decision height is used, an operator must ensure
that the decision height is not lower than:
(a)
(b)
the minimum height to which the precision approach aid can be used
without the required visual reference; or
(c)
(b)
the approach aid and the aerodrome facilities can support operations
with no decision height; and
(c)
the operator has an approval for CAT III operations with no decision
height.
Note: In the case of a CAT III runway it may be assumed that operations
with no decision height can be supported unless specifically restricted
as published in the AIP or NOTAM.
11.5.4. Visual reference.
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(a)
(b)
(c)
Decision Height
RVR
IIIA
Not required
175 m
IIIB
Fail-passive
150 m
IIIB
Less than 50 ft
Fail-passive
125 m
IIIB
50 m
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13.
VISUAL APPROACH
For a visual approach, an operator shall use higher of the associated nonprecision approach minima or minimum visibility/RVR of 2800 m for Category
A/B aeroplanes, 3200 m for Category C aeroplanes and 3600 m for Category
D aeroplanes. If visual approach is requested for a runway which has only a
circling approach, the ground visibility shall not be less than 5 Km.
RVR
Authorized
DA/H
MDA/H (higher of
approaches)
plus
increment of 200 ft
For
airports
with
a
published Cat II or Cat III
approach and landing
operation, and at least two
approach and landing
operations, each providing
a straight-in approach and
landing
operation
to
different, suitable runways
14.
14.1
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The PIC shall not commence take-off unless the weather conditions at the
aerodrome of departure are equal to or better than applicable minima for
landing at that aerodrome unless a suitable take-off alternate aerodrome is
available. The take-off alternate aerodrome should have weather conditions
and facilities suitable for landing the aeroplane in normal and non-normal
configurations pertinent to the operation and shall be specified in the
Operational Flight Plan. The take-off alternate weather (actual and forecast)
is to be determined in accordance with Table 9 but shall not be less than ILS
Cat I minima. The take-off alternate aerodrome should be located within the
following distance from the aerodrome of departure:
(a)
(b)
14.3
Visual reference.
The take-off minima must be selected to ensure sufficient guidance to control
the aeroplane in the event of both a discontinued take-off in adverse
circumstances and a continued take-off after failure of the critical power unit.
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RVR/VIS 1
Cat A, B, C & D
500m
(Day only)
Runway edge lights or Runway centre line 400 m
markings 3
Runway edge lights and Runway centre 300 m
line markings 3
Runway edge lights and Runway centre 200 m
line lights
Runway edge lights and Runway centre 150 m
line lights and relevant RVR information 4
High intensity Runway edge lights and 125 m
Runway centre line lights (spacing 15 m or
less) and relevant RVR information 4
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(Arun Mishra)
Director General of Civil Aviation
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Annexure 1
Background
Purpose:
Applicability:
Indian registered aircraft and Indian operators. The period of adverse weather is
reckoned by actual and forecast weather conditions at an aerodrome (departure,
destination and alternate) that could result in degradation of take and landing
surfaces due to rain, snow, sleet and other contaminants associated with wet and
cold weather.
4.
Pilots who have Obtained Command Rating for the First Time:
Pilots, who have obtained their command rating on commercial transport aircraft for
the first time, will fall under this category.
The following additional criteria must be fulfilled:
(a) Should have operated as a P2 on commercial transport aircraft during a
minimum of one monsoon season prior to obtaining PIC rating for the first
time.
(b) Should have at least 100 hours PIC experience on type before being
released to fly as PIC during adverse weather conditions unless the pilot has
a minimum of three monsoon seasons as P2 on type prior to obtaining PIC
rating for the first time. In cases where a PIC is short of the 100 hours
requirement or his endorsement has been obtained prior to or during adverse
weather, the pilot may continue to fly from LHS as Supervised Line Flying with
Examiners/Instructors/Check Pilots during adverse weather conditions till
they achieve 100 hours.
Rev. 2, 30th August 2013
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Note: For the purpose of this annexure, 100 hours of PIC must include actual time in
the left seat and not include hours logged as a cruise captain.
Operators who do not have any training captains shall get FSD approval for their
qualified and experienced pilots having a minimum of 500 Hrs PIC experience on
type, to occupy the RHS as PIC for non-adverse weather qualified pilots and give
guidance and help making decisions during adverse weather/monsoon conditions.
5.
All Operators are to provide annual adverse weather ground training as below to all
their pilots irrespective of the fact that they may have flown during previous adverse
weather periods. This ground training may be combined with the annual recurrent
training programme of pilots.
All pilots are to undergo simulator training and checks as below before they are
released to fly as PIC on a new type in actual or forecast, adverse weather
conditions
(a) Ground Training
Ground training shall cover, but not be limited to:
(i) Aircraft Performance during Take-off and Landing with specific emphasis on
wet and contaminated runway conditions.
(ii) Calculation of take-off and landing field lengths and impact of individual failure
events (type specific).
(iii) Use of weather radar (type specific)
(iv) Techniques of weather avoidance.
(v) Indian monsoon climatology
(vi) ALAR and Adverse Weather Tool Kit
(b)
Simulator Training:
(i) Two hours simulator training (in the form of LOFT) for adverse weather
operations covering all aspects of adverse weather conditions likely to be
encountered en-route and in terminal areas covering aircraft performance
related to wet/ contaminated runway conditions combined with MEL
dispatch. Increased emphasis on landing performance should be given
including assessment of landing distance required in reduced braking
effectiveness vs. actual Landing Distance Available (Safety Margins).
(ii) Two hours simulator check for adverse weather operations .
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5. General Conditions:
(i)
Minimum total cockpit experience level of the crew as PIC and Co-Pilot should
not be less than 500 hours on type.
(ii) No supervised take-offs and landings in actual adverse weather conditions.
(iii) Approach briefing prior to Top of Descent shall include wet/contaminated
Actual Landing Distance calculation. Scheduled Operators shall prepare a
quick analysis table for use during normal operations for wet/contaminated ALD
and 1.15*ALD in view of the high cockpit work-load environment. For
aeroplanes where the ALD is factored by at least 15% to derive an Operational
Landing Distance, this figure may be used.
(iv) ILS approaches are to be preferred to non-precision approaches. In case of
non-precision approaches, emphasis must be given on CDFA.
(v) Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of
2003 on ALAR India Training Tool Kit and Circular No.9 of 2009 Standard
Operating Procedures).
(vi) PANS OPS procedures for speed control in terminal areas must be followed.
(vii) Flight Manual limitations and Company SOPs must be strictly adhered to.
(viii)Go around procedure in case of wind shear and stall and recovery procedure
must be reviewed as per Operations Circular 2 of 2001.
(ix) All Operators are required to follow a non-reprisal policy for Go around and
Diversion,
(x) Documentation about upset recovery technique for specific airplane must be
reviewed.
(xi) Full flap landing and adequate usage of Reverse thrust and consideration of
extra en-route/ terminal fuel computation shall be adhered to. (Type specific
manufacturers guidance accepted)
6.
6.1
MEL Requirements
General.
All commercial transport operators shall ensure that the following is fully
serviceable for flights to or from aerodromes with forecast or actual adverse
weather conditions irrespective of the type of aircraft.
(a) Weather radar.
(b) Windshield wipers (where fitted).
6.2
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6.3.1 For aircraft that do not have manufacturer certificated adverse weather
performance, the following equipment must be serviceable during adverse
weather conditions:
(a) All deceleration devices including thrust reversers and speed brakes.
(b) Anti-skid system.
(c) Anti-icing/de-icing system.
6.3.2 For aircraft that do not have manufacturer certificated adverse weather
performance the following items even though un-serviceable, could be
accepted to return direct to base station for maintenance (i.e. one landing
only) subject to acceptable weather conditions at departure and destination
station.
(a) One Thrust reverser provided other decelerating devices are serviceable
Subject to additional margin of minimum 1000 feet to field length
requirement for take-off and landing.
(b) Anti-Skid system Subject to performance limitations.
(c) Wind-shield Wipers (where fitted) Subject to the PIC side (LHS) being
serviceable.
(d) Anti-icing and De-icing Subject to performance limitations.
Note 1: Clubbing of 6.3.2 (a) and (b) is not permitted.
Note 2: The above waivers to the MEL restrictions will in any case never be
applied if the MEL/ other regulatory requirements are not permitting the same
for any other specific operations.
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Annexure 2
3. Para 4.6.6: Touch-down zone RVR needs to be reported for Cat I operations,
touch-down and mid zone RVR for Cat II operations, touch-down, mid and roll-out
zone RVR for Cat III operations. In all cases, touch-down zone will always be
controlling, however if any other RVR is reported and is relevant (operator shall
not define relevant depending on runway length/aircraft stopping distance unless
approved by FSD, DGCA) it also becomes controlling. The following table may
be used for reference;
Type of operation RVR
Touch-down
zone
Mid zone
Roll-out zone
125m (without roll-
Cat I
550m
125m
out guidance)
Cat II
300 m
125m
out guidance)
Cat IIIA
175m
125m
CAT IIIB
75/50m
75/50m
out guidance)
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lights and not complete outage of the system, operators shall use the following to
determine availability of lighting systems;
11.1 A lighting system is deemed to be on outage when:
(a) In the case of a lighting system comprising 6 to 13 lights (e.g. threshold lights)
more than 2 lights become unserviceable, or 2 adjacent lights become
unserviceable.
(b) In the case of a lighting system comprising more than 13 lights, more than
15% of the lights become unserviceable, or two adjacent lights become
unserviceable.
11.2 The lighting system for a precision approach runway category II and/or III is
deemed to be on outage when;
(a) More than 5 % of the lights are unserviceable in each of the following
particular significant elements;
1) precision approach category II or III lighting system, the inner 450 m;
2) runway centre line lights;
3) runway threshold lights; and
4) runway edge lights.
(b) More than 10 % of the lights are unserviceable in the touchdown zone lights;
(c) More than 15 % of the lights are unserviceable in the approach lighting
system beyond 450 m; and
(d) More than 25 % of the lights are unserviceable in the runway end lights.
(e) More than two lights, or two adjacent lights of a stop bar are unserviceable.
(f) Two adjacent lights of the taxiway centre line lights are unserviceable.
Note: When any two consecutive lights are unserviceable in any of the
significant elements, the system is deemed to be on outage.
12. Table 5a: Failed or downgraded equipment and the effect on landing minima in
Table 5a is to be used when a permanent facility is temporarily downgraded and
notified. The table can continue to be used for the period of downgrade.
13. Table 9: Alternate aerodrome operating minima is to be used as a planning tool
for dispatch of a flight. After commencement of flight, the authorized DA/H or
MDA/H for the approach and associated visibility/RVR may be used.
14. Table 10: Application of pilot assessment of RVR/visibility of the touch-down
zone for take off is to be done by a method specified by the operator (such as
counting the number of runway edge/centre line lights).
15. Para 14.2: Take off alternate needs to be specified in the ATS flight plan and the
OFP. The OFP need not have a detailed navigation log for the take off alternate.
16. Para 14.4: The minimum visibility/RVR for take off table is to be used by
scheduled operators using facilities which meet CAR Section 4 Series B Part I
provisions. The minimum visibility/RVR for take off by non-scheduled and general
aviation operators is 500m.
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