Draft Revision to CAR Section 8 Series C Part I -All Weather Operations (AWO)

GOVERNMENT OF INDIA OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION OPP. SAFDARJUNG AIRPORT, NEW DELHI – 110 003 CIVIL AVIATION REQUIREMENT SECTION 8 - AIRCRAFT OPERATIONS SERIES ‘C’ PART I ISSUE II, DATED 28TH OCTOBER 2022 EFFECTIVE: xx XXXXXXXX, 2025 F. No 22024/6/2012-FSD Subject: All Weather Operations (AWO) 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. APPLICABILITY This Civil Aviation Requirement (CAR) lays down the requirements for all weather operations conducted by Scheduled, Non-scheduled and General Aviation operators (Aeroplanes). This CAR is issued under the provisions of Schedule II, Rule 29C and Rule 133A of the Aircraft Rules, 1937. 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 2 D instrument approach operations, expressed in terms of visibility and/or runway visual range; minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions; and Rev 1, xx Xxxxx, 2025CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 c) landing in 3D instrument approach operations, expressed in terms of visibility and/or runway visual range and decision altitude/height(DA/H) appropriate to the type and/or category of the operation. Alert height. An alert height is a height above the runway threshold based on the characteristics of the aeroplane and its fail operational landing system, above which a Category III operation would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the landing system, or in the relevant ground equipment. All weather operations. Any surface movement, take-off, departure, approach or landing operations in conditions where visual reference is limited by weather conditions. Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following: Take-off alternate. An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. En-route alternate. An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en-route. Destination alternate. An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing. Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight. 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. Appropriate ATS authority. The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned. 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 the indicated airspeed at threshold (Vat) which is equal tothe stall speed V multiplied by 1.3 or stall speed V multiplied by 1.23 (whichever is higher) in the landing so s1g 2CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 configuration at maximum certificated landing mass. Category A — less than 169 km/h (91 kt) IAS Category B — 169 km/h (91 kt) or more but less than 224 km/h (121 kt) IAS Category C — 224 km/h (121 kt) or more but less than 261 km/h (141 kt) IAS Category D — 261 km/h (141 kt) or more but less than 307 km/h (166 kt) IAS Category E — 307 km/h (166 kt) or more but less than 391 km/h (211 kt) IAS Ceiling. The height above the ground or water of the base of the lowest layer of cloud below 6000 m (20 000 ft) covering more than half the sky. Circling approach. An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing. Commercial air transport operation. An aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire. Contaminated runway. A runway is contaminated when a significant portion of the runway surface area (whether in isolated areas or not) within the length and width being used is covered by one or more of the substances listed in the runway surface condition descriptors. Note.— Further information on runway surface condition descriptors can be found in the Annex 14, Volume I —Definitions. Continuous Descent Final Approach (CDFA). A technique, consistent with stabilized approach procedures, for flying the final approach segment of a non- precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare maneuver should begin for the type of aircraft flown. Converted Meteorological Visibility (CMV). A value equivalent to an RVR which is derived from the reported meteorological visibility, as converted in accordance with the specified requirements in the CAR Decision altitude (DA) or decision height (DH). A specified altitude or height in a 3D instrument approach operation 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 3CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 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 fail- operational 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 fail- passive 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 b) At the point of interception of the last track specified in the approachprocedure; and ends at a point in the vicinity of an aerodrome from which: 1) A landing can be made; or 2) A missed approach procedure is initiated. Final approach segment (FAS). That segment of an instrument approach procedure in which alignment and descent for landing are accomplished Flight visibility. The visibility forward from the cockpit of an aircraft in flight. GLS. An instrument approach operation that is based on GBAS. Ground-based augmentation system (GBAS). An augmentation system in which the user receives augmentation information directly from a ground-based transmitter. 4CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Head-up display (HUD). A display system that presents flight information into the pilot’s forward external field of view. Head-up display (HUD) approach and landing guidance system (HUDLS). An airborne instrument system which presents sufficient information and guidance in a specific area of the aircraft windshield, superimposed for a conformal view with the external visual scene, which permits the pilot to manoeuvre the aircraft manually by reference to that information and guidance alone to a level of performance and reliability that is acceptable for the category of operation concerned. Ground visibility. The visibility at an aerodrome as reported by an accredited observer or by automatic systems. ILS critical area. An area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space. ILS sensitive area. An area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected to provide protection against interference caused by large moving objects outside the critical area but still normally within the airfield boundary. Instrument approach operations. An approach and landing using instruments for navigation guidance based on an instrument approach procedure. 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. Note.— Lateral and vertical navigation guidance refers to the guidance provided either by: a) a ground-based radio navigation aid; or b) Computer-generated navigation data from ground-based, space-based, self- contained navigation aids or a combination of these. Instrument approach operations shall be classified based on the designed lowest operating minima below which an approach operation shall only be continued with the required visual reference as follows: a) Type A: a minimum descent height or decision height at or above 75 m (250 ft); and 5CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 b) Type B: a decision height below 75 m (250 ft). Type B instrument approach operations are categorized as: 1) Category I (CAT I): a decision height not lower than 60 m (200 ft) and with either a visibility not less than 800 m or a runway visual range not less than 550 m; 2) Category II (CAT II): a decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not less than 300 m; and 3) Category III (CAT III): a decision height lower than 30 m (100 ft) or no decision height and a runway visual range less than 300 m or no runway visual range limitations. Note 1.— Where decision height (DH) and runway visual range (RVR) fall into different categories of operation, the instrument approach operation would be conducted in accordance with the requirements of the most demanding category (e.g. an operation with a DH in the range of CAT III but with an RVR in the range of CAT III would be considered a CAT III operation 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). This does not apply if the RVR and/or DH has been approved as operational credits. 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 operation, the required visual reference is the runway environment. Note 3.— Guidance on approach classification as it relates to instrument approach operations, procedures, runways and navigation systems is contained in the Manual of All-Weather Operations (Doc 9365). Instrument approach procedure (IAP) - A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach procedures are classified as follows: Non-precision approach (NPA) procedure. An instrument approach procedure designed for 2D instrument approach operations Type A. Note.— Non-precision approach procedures may be flown using a continuous descent final approach (CDFA) technique. CDFAs with advisory VNAV guidance calculated by on-board equipment are considered 3D instrument approach operations. CDFAs with manual calculation of the required rate of descent are considered 2D instrument approach operations. For more information on CDFAs, refer to PANS-OPS (Doc 8168), Volume I, Part II, Section 5. Approach procedure with vertical guidance (APV). A performance-based navigation 6CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (PBN) instrument approach procedure designed for 3D instrument approach operations Type A. Precision approach (PA) procedure. An instrument approach procedure based on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument approach operations Type A or 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. Low-visibility operations (LVO). Approach operations in RVRs less than 550 m and/or with a DH less than 60 m (200 ft) or take-off operations in RVRs less than 400 m. 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 2 D instrument 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 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”. Missed approach point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. 7CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Missed approach procedure. The procedure to be followed if the approach cannot be continued. Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable used in establishing compliance with appropriate obstacle clearance criteria. Note 1. — Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non- precision approach procedures to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the aerodrome elevation. Note 2. — For convenience when both expressions are used they may be written in the form “obstacle clearance altitude/ height” and abbreviated “OCA/H”. Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low- mass and frangible mounted one required for air navigation purposes. Performance-based navigation (PBN). Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. Note.— Performance requirements are expressed in navigation specifications (RNAV specification, RNP specification) in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept. Procedure turn. A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note 1. — Procedure turns are designated “left” or “right” according to the direction of the initial turn. Note 2. — Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual instrument approach procedure. Required Navigation Performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace Note. — Navigation performance and requirements are defined for a particular RNP type and/or application. Runway holding position. A designated position intended to protect a runway, an obstacle 8CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 limitation surface, or an ILS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorised by the aerodrome control tower. Note. — In radiotelephony phraseologies, the expression “holding point” is used to designate the runway-holding position. Runway visual range (RVR). The range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centreline. Special VFR flight. A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC Stabilised Approach. (SAp). An approach which is flown in a controlled and appropriate manner in terms of configuration, energy and control of the flight path from a pre-determined point or altitude/height down to a point 50 feet above the threshold or the point where the flare manoeuvre is initiated, if higher. Surveillance radar. Radar equipment used to determine the position of an aircraft in range and azimuth. 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 co-efficient, 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. 9CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Note – VFR specifications are found in Annex 2 VFR flight. A flight conducted in accordance with the visual flight rules. Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, equal to or better than specified minima. Wet runway. The runway surface is covered by any visible dampness or water up to and including 3 mm deep within the intended area of use. 4. AERODROME OPERATING MINIMA (AOM) - GENERAL To enable Scheduled, Non-scheduled and General Aviation Operators to operate safely at an aerodrome under limiting weather conditions, Aerodrome Operating Minima (AOM) are established. There are two sets of Aerodrome Operating Minima for application by Indian operators and at Indian aerodromes; Normal Aerodrome Operating Minima and Restricted Aerodrome Operating Minima. Normal AOM is to be applied by scheduled and general aviation operators. Restricted AOM consists of additives of height and visibility to the normal AOM and is to be applied in the following cases (a) By non-scheduled operators who have not been authorised normal AOM. (b) By PICs when operating to an aerodrome as required by CAR Section 8 Series O Part II Para 9.4.3.3 (a). (c) By PICs till they have gained command experience of 100 hours on type. DGCA shall authorize operational credit(s) for operations with advanced aircraft, as per OC 18 of 2014.The operational credit relates to low visibility operations DGCA shall issue a specific approval. Such authorizations shall not affect the classification of the instrument approach procedure. Note 1. — Operational credit includes: a) For the purposes of an approach ban or dispatch considerations, a minimum below the aerodrome operating minima; b) Reducing or satisfying the visibility requirements; or c) Requiring fewer ground facilities as compensated for by airborne capabilities. Note 2.— Guidance on operational credit and how to express the operational credit in the Operations Specifications contained in the Manual of All- Weather Operations (Doc 9365). Note 3. — Information regarding a HUD or equivalent displays, including references to RTCA and EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc 9365). 4.2 An operator shall establish, for each aerodrome planned to be used, aerodrome operating minima. The method of determination of such minima must be approved by DGCA and shall not be lower than that as specified in this CAR. Foreign Air Operators shall be authorized by the State of the Operator for the use of the AOM in accordance with requirements of that State, however in no case they will operate at 10CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Indian aerodromes at less than the normal AOM as defined in this CAR, unless specifically authorised by DGCA. 4.3 In establishing the aerodrome operating minima which will apply to any particular operation, an operator must take full account of: a) the type, performance and handling characteristics of the aeroplane and any conditions or limitations stated in the flight manual; b) the composition of the flight crew, their competence and experience c) the dimensions and characteristics of the runways which may be selected for use; d) the adequacy and performance of the available visual and non-visual ground aids; e) the equipment available on the aeroplane for the purpose of navigation, acquisition of visual references and/or control of the flight path during the approach, landing and the missed approach; f) the obstacles in the approach and missed approach areas and the obstacle clearance altitude/height for the instrument approach procedures; g) the means used to determine and report meteorological conditions; h) the obstacles in the climb-out areas and necessary clearance margins; i) the conditions prescribed in the operations specifications; and j) any minima that may be promulgated by the State of the Aerodrome. Note.— Guidance on the establishment of aerodrome operating minima is contained in the Manual of All-Weather Operations (Doc 9365). 4.4 The operator shall ensure the following: (a) the PIC and Co-pilot must hold an instrument rating for flights under IFR and meet the requirements for recent experience; (b) all flight crew members should be qualified and trained for take-off, instrument approaches and operations to the lowest Cat-I/II/III minima as applicable; (c) the flight crew members should have completed all necessary proficiency checks including demonstration of proficiency using the relevant types of instrument approaches; (d) the Operations Manual instructions are appropriate to the operation and reflect the mandatory procedures and/or limitations contained in the Flight Manual; (e) a system of records is maintained to ensure that the necessary qualifications of the flight crew members are being met on a continuing basis; and (f) the PIC of a scheduled operator must have gained command experience of 100 hours in the relevant aeroplane type with restricted AOM before using normal AOM. 4.5 Approach and landing conditions Before commencing an approach to land, the PIC must satisfy himself/herself that, 11CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual. 4.6 Commencement and Continuation of Approach (Approach Ban Policy) 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) in to the final approach segment. Note: I. For an NPA, the final approach segment begins at a facility or fix, called the final approach fix (FAF) and ends at the missed approach point. II. For a precision approach, the final approach segment begins at the final approach point (FAP). This is a point in space on the final approach track where the intermediate approach altitude/height intercepts the nominal glide path/microwave landing system (MLS) elevation angle. 4.6.3 Where the RVR is not available, RVR values may be derived by converting the reported visibility. If, after entering the final approach segment or descending below 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. 4.6.4 The approach may be continued below DA/H or MDA/H and the landing maybe completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained. 4.6.5 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 stabilized approaches (SAp) unless otherwise approved by DGCA for a particular approach to a particular runway. 12CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 4.8 Non-precision Approaches. All non-precision approaches shall be flown using the Continuous Descent Final Approaches (CDFA) technique unless otherwise approved by the DGCA for a particular approach to a particular runway. When calculating the minima the operator shall ensure that the applicable minimum RVR is increased by 200m for Cat A/B aeroplanes and by 400m for Cat C/D aeroplanes for approaches not flown using the CDFA technique, providing that the resulting RVR/CMV value does not exceed 5000m. 4.9 Conversion of Reported Meteorological Visibility to RVR/CMV Horizontal visibility reported by the meteorological office could be different from the slant visibility observed by the pilot due to factors such as low lying haze and a smoke layer. The reported visibility has inherent limitations due to the fact that it is reported at a site that is removed from the point at which a pilot makes the approach to land and is expected to acquire the visual reference to continue the approach. An RVR is a better representation of the expected 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) or when reported RVR is available. When converting meteorological visibility to RVR in all other circumstances than those in sub-paragraphs above, an operator should ensure that Table 1 below issued: Note- If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. “RVR more than 1500 metres”, it is not considered to be a reported value for the purpose of this paragraph. Table 1: Conversion of Meteorological visibility to RVR Lighting elements in RVR = Reported operation Meteorological. Visibility x Day Night HI approach and runway lighting 1·5 2·0 Any type of lighting installation 1·0 1·5 other than above No lighting 1·0 Not applicable 13CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 5. LOW VISIBILITY OPERATIONS - GENERAL 5.1 An operator shall not conduct Category II or III operations unless: (a) Each aeroplane concerned is certified for operations with decision heights below 200 ft, or no decision height. (b) The operations are approved by DGCA . (c) A suitable system for recording approach and/or automatic landing success and failure is established and maintained to monitor the overall safety of the operation; (d) The flight crew consists of at least two pilots; and (e) Decision height is determined by means of a radio altimeter. 5.2 An operator shall not conduct low visibility take-offs in less than 400 m RVR unless approved by DGCA. Operators may be authorized LVTO minima of up to 75m. 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. 5.3 An operator shall not conduct take-off with RVR/visibility less than standard Category I conditions of 550m RVR/800 m visibility unless low visibility procedures are enforced. 6. LOW VISIBILITY OPERATIONS — AERODROME CONSIDERATIONS 6.1 An operator shall not use an aerodrome for Category II or III operations unless the aerodrome is approved for such operations. 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. LOW VISIBILITY OPERATIONS — TRAINING AND QUALIFICATIONS 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 LVTO, Category II and III operations each flight crew member completes the training and checking requirements for LVTO and CAT II/III prescribed herein to the limiting values of RVR and Decision Height appropriate to the operator’s approval; and is qualified in accordance with this CAR. LVTO and CAT II/III training and qualification shall be based on a modular concept of training. LVTO training and qualification module is a pre-requisite for CAT II/III training and qualification modules. CAT II/III training may be combined while covering respective approaches and failures. For operators conducting manual F/D CAT II landings, the simulator training (initial/recurrent) and evaluation shall include at least one manual F/D CAT II landing. The quantum of ground/simulator training and checking for respective modules is tabled below (breakdown 14CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 of exercises is covered in following paragraphs); Exercise Ground training Simulator training Simulator check Initial authorization LVTO 1:00 1:00 1:00 CAT II 2:00 2:00 1:00 CAT III 2:00 1:00 1:00 CAT II/III 3:00 3:00 1:00 (combined) Pilots with previous authorization on similar design type LVTO 1:00 1:00 1:00 CAT II 2:00 1:00 1:00 CAT III 2:00 1:00 1:00 CAT II/III 3:00 2:00 1:00 (combined) 7.2 Qualifications and Flying Experience Requirements for Cat-II/III Prior to being authorized for CAT-II or CAT-III operations, pilot shall meet the following qualifications and experience requirements: 7.2.1 Licence and Ratings (a) Current CPL or higher licence. (b) Instrument Rating 7.2.2 Flying Experience for PIC (a) Total flying experience 2500 hrs (b) If previous authorization on CATII/ III is present: 100 m to be added to the RVR Minima until completion of 50 hours or 20 sectors on type (whichever is earlier); OR 100 hours or 40 sectors on type (whichever is earlier) before exercising the privileges of the authorization. (c) Night Flying on type 100 hrs. 7.2.3 Flying Experience for Co-Pilot (a) Total flying experience 500 hrs (b) If previous authorization on CATII/ III is present: 100 m to be added to the RVR Minima until completion of 50 hours or 20 sectors on type (whichever is earlier); OR 100 hours or 40 sectors on type (whichever is earlier) before exercising the privileges of the authorization. Rev 1, xx Xxxxx, 2025 15CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 7.3 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/TRI/SFI/Examiner trained in CAT II 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 during pre-simulator briefing by Flight Instructor/TRI/SFI/Examiner trained in CAT II and CAT III operations. 7.4 Simulator Training and Line Flying for CAT II/CAT III Authorization The training exercises stipulated hereunder shall be the minimum to be carried out on an approved simulator. The Flight Instructor/TRI/SFI/Examiner shall 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. This may be combined with recurrent IR/PPC training. 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 2 hours consisting of a minimum of 10 CAT II approaches in which at least 4 landings and 4 go around shall be accomplished. The exercise shall also include approaches with one engine inoperative for landing and go- around. Handling of failures and taking necessary corrective action shall also be part of the training. (b) One CAT II check session of 1 hour by a TRI/Examiner to assess the proficiency consisting of at least 3 landings 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/check for CAT II operations, pilot shall undergo one CAT III training session of 1 hour consisting of at least 3 landings and 1 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 check session of 1 hour by a TRI/Examiner to assess the proficiency consisting of a minimum of 3 landings and 1 go around. (e) An operator may combine CAT II/III training and check modules. In this case, the 16CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 =training session will be identical as covered above (2 hours for CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III can be combined in one session of 1 hour consisting of at least 3 landings and 1 go around of which minimum 1 landing shall be CAT II. 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 same or similar design type. (a) One CAT II training session of minimum of 1 hours consisting of a minimum of 3 CAT II landings and 1 go around shall be accomplished. The exercise shall also include approaches with one engine inoperative for landing and go-around. Handling of failures and taking necessary corrective action shall also be part of the training. (b) One CAT II check session of 1 hour by a TRI/Examiner to assess the proficiency for consisting of at least 3 landings and 1 go around to include 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/check for CAT II operations, pilot shall undergo one Cat-III training session of 1 hour consisting of at least 3 CAT III landings and 1 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 check session of 1 hour by a TRI/Examiner to assess the proficiency consisting of a minimum of 3 approaches and 1 go around. (e) An operator may combine CAT II/III training and check modules. In this case, the training session will be identical as covered above (1 hour for CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III can be combined in one session of 1 hour consisting of at least 3 landings and 1 go around of which minimum 1 landing shall be CAT II. Note 1: CAT II/III training and checking may be conducted as part of PIC upgrade/co- pilot type training conversion course. Note 2: Incapacitation procedures shall be practiced 7.4.1.4 Pilots upgrading from authorized CAT III minima to lower CAT III minima on the same aircraft type shall undergo 0:45 minutes training consisting of minimum 2 approaches and 1 go around followed by 0:45 minutes check consisting of minimum 2 approaches and1 go around on the simulator. There shall be no additional requirement of line flying to qualify from CAT III minima to another CAT III minima. 7.4.2 Line Flying for PIC/Co-pilot (a) One ILS CAT II/ CAT III approach for PIC with a CAT II/III qualified co- pilot in weather 17CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 conditions at or above the CAT I minima . (b) One ILS CAT II/ CAT III approach for co-pilot with a CAT II/II qualified PIC in weather conditions at or above the CAT I minima. 7.5 Recency Requirements for Cat-II/III To exercise the privileges of applicable CATII/III authorization, a PIC/co-pilot shall have carried out a minimum of 6 CAT II/III approaches to the authorized RVR including at least 3 landings in the approved simulator in the preceding 6 months. For CAT II authorized pilots, at least one CAT II landing shall be conducted in the simulator exercise above. There is no separate requirement to maintain CAT II recency for such pilots. Note: All the above required practice approaches on the aircraft for initial authorization can be carried out at any Category-I ILS runway where autoland can be carried out and which has been suitably assessed, after flight trials, by the operator. All Operators must maintain a periodically updated list of airports/ runways where practice CAT II/ III approaches/ autoland may be carried out. 7.6 Recurrent Training and Checking for CAT II/III 7.6.1 Recurrent Ground Training. Recurrent ground training shall provide any remedial review of topics specified in initial CAT II and CAT III ground training, to ensure continued familiarity with those topics. Emphasis shall be placed on any programme modifications, changes to aircraft equipment or procedures, review of any occurrences or incidents that may be pertinent, and finally emphasis may be placed on re-familiarization with topics such as flight mode annunciation for failure conditions or other information which the pilots may not routinely see during normal line operations. Topics to be addressed for each PIC and co- pilot are those topics, necessary for the performance of the assigned duties for each respective crew member in the current assignment. This training may be completed during annual refresher training. 7.6.2 Recurrent Simulator Training and Checks for PIC/co-pilot Pilot’s knowledge and ability to perform the tasks associated with the particular category of operation for which he is authorized, is to be demonstrated during recurrent training and PPC/IR checks. This shall include a minimum of 3 CAT II/III approaches and a minimum of 1 go-around in the training and PPC/IR check profiles. 7.7 Qualification and Flying Experience Requirements for LVTO 7.7.1 An operator shall ensure that, prior to conducting Low Visibility Take-offs each flight crew member: (a) Completes the training and checking requirements for LVTO prescribed in this CAR as appropriate to the operator’s approval; and (b) Is qualified in accordance with this CAR 18CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (c) On successful completion of LVTO training and checks, the Pilot’s proficiency to undertake LVTO Operations will be recorded and certified (d) The air operator is required to indicate in the Operations Manual the airfields along with their designated take-off alternate(s) for each of the aerodromes at which LVTO Operations would be carried out. 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 Ground Training for LVTO This training programme shall outline the procedures and techniques, conditions and requirements (like MEL, Special Weather phenomenon etc.) for reduced visibility take-off under weather conditions below landing minima. Emphasis should be given on taxiing in low visibility conditions; CRM for Low Visibility Operations; R/T procedures and avoidance of runway incursions 7.9 Simulator Training and Checking for LVTO The pilots shall be subjected to adequate simulator training (minimum 1 hour) to cover the following and any other relevant maneuvers: (a) Take-offs under simulated conditions of authorized RVR. (b) Reject take-off at low speed and high speed under limiting RVR conditions. (c) Exercise of diversion to the designated take-off alternate from engine failure/fire at V1 including climb-out to en-route airway and landing at take-off alternate at landing minima (d) Simulator check (minimum 1 hour) covering the above to assess the proficiency. Note 1: LVTO training and checking may be conducted as part of PIC upgrade/co-pilot type training conversion course. Note 2: Incapacitation procedures shall be practiced 7.10 Recurrent Simulator Training and Checking for LVTO for PIC/co-pilot Pilot’s knowledge and ability to perform the tasks for which he is authorised, is to be demonstrated during normal proficiency/IR training and checks. This shall include a minimum of one take-off and one reject take-off under limiting RVR conditions in the training and PPC/IR check profiles. 19CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 8. LOW VISIBILITY OPERATIONS — OPERATING PROCEDURES 8.1 An operator must establish procedures and instructions to be used for low visibility take-off, Category II and III operations. These procedures must be included in the Operations Manual and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, roll-out and missed approach as appropriate. 8.2 The PIC shall satisfy himself/herself that: (a) The status of the visual and non-visual facilities is sufficient prior to commencing a low visibility take-off, Category II or III approach; (b) Appropriate LVPs are in force according to information received from Air Traffic Services, before commencing a low visibility take-off, Category II or III approach; and (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 Appropriate thrust rating as per the prevailing conditions to be used for LVTO. 8.4 Supervised takeoff and landing is not permitted during CAT II/III operations or LVTO. 9. LOW VISIBILITY OPERATIONS – MINIMUM EQUIPMENT (AIRCRAFT) 9.1 An operator must include in the Operations Manual, the minimum equipment that has to be serviceable at the commencement of a low visibility take-off, Category II or III approach in accordance with the AFM or other approved document. The following aircraft systems equipment listed as applicable/installed which are critical for L V O shall be fully serviceable; 9.1.1 Windshield wipers (where fitted) for both PIC and Co-pilot during actual or forecast precipitation conditions. 9.1.2 Window heat system for all heated cockpit windows 9.1.3 Anti-skid system 9.1.4 Thrust reversers for all engines 9.2 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. 20CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 10. VFR OPERATIONS A flight to be conducted in accordance with the visual flight rules shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under the visual flight rules will, at the appropriate time, be such as to enable compliance with VFR rules. Conformance with this Standard requires the operator to have a means to determine if operations planned in accordance with Visual Flight Rules (VFR) can be conducted such that, at the appropriate time during the flight, the meteorological conditions encountered make compliance with VFR possible. Above means would entail identifying the VFR segments of a proposed route, obtaining reliable and accurate meteorological reports and forecasts at the planning stage and ensuring, to the greatest practical extent, that VFR operations will remain possible at the estimated time of use of the segment. Confidence in preflight planning activities would be contingent on monitoring of en-route meteorological conditions by the flight crew and operational control personnel to validate assumptions made during pre-flight planning. An operator shall ensure that VFR flights are conducted in accordance with the Visual Flight Rules in accordance with CAR SECTION 9 SERIES C PART I. Weather deterioration below the VMC: When it becomes evident that flight in VMC in accordance with its current flight plan will not be practicable, a VFR flight operated as a controlled flight shall: a) Request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternative aerodrome, or to leave the airspace within which an ATC clearance is required; or b) If no clearance in accordance with a) can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitable aerodrome; or c) If operated within a control zone, request authorization to operate as a special VFR flight; or d) Request clearance to operate in accordance with the instrument flight rules. 21CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 11. AERODROME OPERATING MINIMA - LANDING 11.1 Normal Aerodrome Operating Minima Normal AOM shall be calculated based on the latest information of airport facilities, procedures and OCAs. Operators shall ensure that only information promulgated by the Airports Authority of India (AAI) through the Aeronautical Information Service is used for calculation of AOM at civil and defense aerodromes. 11.1.1 Normal AOM is applicable to Non-Scheduled Operators subject to compliance with the following conditions; (a) The PIC and Co-pilot shall have minimum 200 hours experience on type. (b) The PIC and Co-pilot shall have minimum 10 hours experience on type in the preceding 90 days. (c) 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. (d) 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. (e) The operations manual incorporates the above conditions and is approved by FSD, DGCA. 11.2 Restricted Aerodrome Operating Minima. Restricted AOM shall be based on additives applied to the Normal AOM as below; Restricted AOM = Normal AOM DA(H) / MDA(H) + 100 ft and Normal AOM Visibility/RVR + 400 m . 11.3 Category I, APV and Non-Precision Approach Operations 11.3.1 A Category I approach operation is a precision instrument approach and landing using ILS, GLS (GNSS/GBAS) or PAR with a decision height not lower than 200 ft and with visibility not less than 800 m or an RVR not less than 550 m. 11.3.2 A non-precision approach (NPA) operation is an instrument approach using any of the facilities described on Table 3 (System Minima) with a MDH or DH not lower than 250 ft and an RVR/CMV not lower than 750 m unless accepted by DGCA. 11.3.3 An APV operation is an instrument approach which utilizes lateral and vertical 22CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 guidance, but does not meet the requirements established for precision approach and landing operations, with a DH not lower than 250 ft and a runway visual range of not less than 600 m unless approved by DGCA. 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) the OCH for the category of aeroplane; or (c) the published approach procedure decision height where applicable; or (d) 200 ft for Category I approach operations; or (e) the lowest decision height specified in the Aeroplane Flight Manual (AFM) or equivalent document, if stated; whichever is higher. 11.3.5 Minimum Descent Height (MDH). An operator must ensure that the minimum descent height for an approach is not lower than: (a) the OCH for the category of aeroplane; or (b) the system minimum in Table 3; or the minimum descent height specified in the Aeroplane Flight Manual (AFM) if stated; whichever is higher. 11.3.6 Visual reference. A pilot may not continue an approach below MDA/MDH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (a) elements of the approach light system; (b) the threshold; (c) the threshold markings; (d) the threshold lights; (e) the threshold identification lights; (f) the visual glide slope indicator; (g) the touchdown zone or touchdown zone markings; 23CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (h) the touchdown zone lights; (i) runway edge lights Table 3: System Minima vs Instrument Approach Procedures System Minima Instrument Approach Procedure Lowest DH / MDH ILS/MLS/GLS CAT I 200 ft1 RNAV with approved vertical 200 ft guidance Localizer with or without DME 250 ft SRA (terminating at ½ NM) 250 ft SRA (terminating at 1 NM) 300 ft SRA (terminating at 2 NM or more) 350 ft RNAV without approved 300 ft vertical guidance 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 non- precision 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) / tanα] - length of approach lights (m);where α is the calculation angle, being a default value of 3.00° increasing insteps of 0.10° for each line in Table 5 up to 3.77° and then remaining constant. 24CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Table 4: Lowest Straight-in Approach Minima for Instrument Approach and Landing Operations Other Than CAT II or CAT III Class of Lighting Facility Class of Lighting Facility FA IAL BAL NALS FAL IAL BA NALS LS S S S S LS DH or MDH (metres) (metres) (ft) See para 11.3.9. for RVR < DH or MDH (ft) See para 11.3.9. for RVR < 750 m 750 m 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 1201 and above 5000 5000 5000 5000 521 - 540 1700 2000 2200 2400 Table 5: Minimum and Maximum RVR for Instrument Approaches down to CAT I Minima Facility/Conditions RVR/C Aeroplane Category MV (m) A B C D ILS/MLS/GLS, PAR,and RNAV with Min According to Table 4 approved vertical guidance Max 1500 1500 2400 2400 NDB, NDB/DME, VOR, VOR/DME, LOC, Min 750 750 750 750 LOC/ DME, VDF, SRA,RNAV without Max 1500 1500 2400 2400 approved vertical guidance with a procedure which fulfills the criteria in paragraph 11.3.8(b) For NDB,NDB/DME, VOR,VOR/ DME, Min 1000 1000 1200 1200 LOC, LOC/DME, According to Table 4, if flown using the VDF, SRA, RNAV without approved vertical CDFA technique, otherwise an add-on guidance: Max of 200/400 m applies to the values in Not fulfilling the criteria in paragraph Table 4 but not to result in a value 11.3.8(b), or exceeding 5000 m. With a DH or MDH1200 ft 25CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Table 5a: Failed or downgraded equipment – effect on landing minima Table 5a contains instructions concerning failed or downgraded equipment and consequential effect on landing minima. The table has instructions intended for use both pre-flight and in-flight. It is however not expected that the PIC would consult such instructions after passing 1 000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the PIC’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 5a, and the approach may have to be abandoned. Failed or downgraded Effect on landing minima equipment 1 CAT I APV, NPA ILS standby transmitter No effect Outer marker No effect if APV - Not applicable replaced by NPA with FAF: No effect unless used as FAF height check at If FAF cannot be identified (e.g. no method 1 000 ft available for timing of descent), NPA cannot be conducted Middle marker No effect No effect unless used as MAPt RVR assessment No effect systems Approach lights Minima as for NALS Approach lights Minima as for BALS except the last 210 m Approach lights except No effect Minima as for IALS the last 420 m Failed or Effect on landing minima downgraded equipment 1 CAT I APV, NPA Standby power for No effect approach lights Edge lights, threshold Day: no effect Night: Not allowed lights and runway end lights Centre line lights No effect if F/D or auto No effect land; otherwise RVR 750m Centre line No effect lights spacing increased to30m Touchdown zone lights No effect if F/D or auto No effect land; otherwise RVR 750 m Taxiway lighting No effect system 26CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Note1 – Conditions applicable to Table 5a: (a) multiple failures of runway lights other than indicated in Table 5aare not acceptable; (b) deficiencies of approach and runway lights are treated separately; (c) Category II or III operations. Deficiencies in equipment are not permitted; and (d) failures other than ILS affect RVR only and not DH. (e) “RVR assessment - “No effect” is subject to As long as human observation/manual RVR is reported, when visibility is below 800m. The MID RVR report may be substituted for TDZ RVR if TDZRVR report is not available) Table 6: Approach Lighting Systems Class of facility Length, configuration and intensity of approach lights FALS (full approach light system) Precision approach CAT I lighting system (HIALS >720m) distance coded centerline, barrette centerline IALS (intermediate approach light Simple approach lighting system (HIALS 420- system) 719m) single source, barrette BALS (basic approach light system) Any other approach lighting system (HIALS, MIALS or ALS 210-419m) NALS (no approach light system) Any other approach lighting system (HIALS, MIALS or ALS <210m) or no approach lights 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) Instrument approaches procedures with a designated vertical profile up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, unless other approach angles are approved by DGCA, where the facilities are: i) ILS/MLS/GLS/PAR; or ii) RNAV with approved vertical guidance; and Where the final approach track is offset by not more than 15 degrees for Category A and B aeroplanes or by not more than 5 degrees for Category C and D aeroplanes. (b) Instrument approach procedures flown using the CDFA technique with a nominal vertical profile up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, unless other approach angles are approved by DGCA, where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC,LOC/DME, VDF, SRA or RNAV/LNAV, with a final approach segment of at least 3 NM, which also fulfill the 27CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 following criteria: i) the final approach track is offset by not more than 15 degrees for Category A and B aeroplanes or by not more than 5 degrees for Category C and D aeroplanes; and ii) the FAF or another appropriate fix where descent is initiated is available, or distance to THR is available by FMS/RNAV or DME; and iii) if the MAPt is determined by timing, the distance from FAF to THR is < 8 NM. 11.3.9 An RVR of less than 750 m as indicated in Table 4 may be used for: (a) Category I operations to runways with FALS (see Table 6), runway touchdown zone lights (RTZL) and runway center line lights (RCLL); or (b) Category I operations to runways without RTZL and RCLL when an approved HUDLS, or equivalent approved system, or when conducting a coupled approach or flight-director-flown approach to the DH; or (c) RNAV with approved vertical guidance approach procedures to runways with FALS, RTZL and RCLL when using an approved HUD. 11.4 Precision Approach – Category II Operations 11.4.1 A Category II operation is a precision instrument approach and landing using ILS with: (a) A decision height below 200 ft but not lower than 100 ft; and (b) A runway visual range of not less than 300 m. 11.4.2 Decision Height. An operator must ensure that the decision height for Category II operations is not lower than: (a) The minimum decision height specified in the AFM, if stated; or (b) The minimum height to which the precision approach aid can be used without the required visual reference; or (c) The OCH for the category of aeroplane; or (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 28CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 segment of at least 3 consecutive lights being the center line of the approach lights, or touchdown zone lights, or runway center 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 II operations minima (RVR) coupled to below DH1 RVR/ aeroplane Category A, RVR/ aeroplane Category D B and C 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 - The reference to “Coupled to below DH” in this table means continued use of the automatic flight control system down to a height which is not greater than 80 per cent of the applicable DH. Thus airworthiness requirements may, through minimum engagement height for the automatic flight control system, affect the DH to be applied. Note 2- For a CAT D aeroplane conducting an auto land, 300 m may be used. 11.5 Precision Approach – Category III Operations 11.5.1 Category III operations are subdivided as follows: (a) A precision instrument approach and landing using ILS with: (i) a decision height lower than 100 ft or no decision height; and (ii) a visual range not less than 175 m. (b) A precision instrument approach and landing using ILS with: (i) a decision height lower than 50 ft, or no decision height; and (ii) a visual range lower than 175 m but not less than 50 m. Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the 29CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 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) the minimum decision height specified in the AFM, if stated; or (b) the minimum height to which the precision approach aid can be used without the required visual reference; or (c) the decision height to which the flight crew is authorised to operate. 11.5.3 No Decision height operations. Operations with no decision height may only be conducted if: (a) the operation with no decision height is authorised in the AFM; and (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. (a) For Category III operations conducted either with fail-passive flight control systems a pilot may not continue an approach below the decision height determined in accordance with Para 11.5.2. above unless a visual reference containing a segment of at least three consecutive lights being the centerline of the approach lights, or touchdown zone lights, or runway centerline lights, or runway edge lights, or a combination of these is attained and can be maintained. (b) For Category III operations conducted either with fail-operational flight control systems or with a fail operational hybrid landing system using a decision height a pilot may not continue an approach below the decision height, determined in accordance with Para 11.5.2. above, unless a visual reference containing at least one centerline light is attained and can be maintained. (c) For Category III operations conducted either with fail-operational flight control systems or with a fail operational hybrid landing system without a decision height, there are no requirements for a visual verification prior to landing. 11.5.5 Required RVR. The lowest minima to be used by an operator for Category III operations depend on the 30CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 decision height and aeroplane systems as shown in Table 8 below: Table 8: RVR for Category III operations minima Decision Height Roll-out control/guidance system RVR Less than 100 ft or no DH Not required 175 m Less than 50 ft or no DH Fail-operational 1 50 m Note 1 – The fail-operational system referred to may consist of a fail operational hybrid system 12. CIRCLING APPROACH MINIMA Circling approach and the associated minima will be authorized for Operators by Flight Standards Directorate as per the training programme implemented by Operators. 13. VISUAL APPROACH For a visual approach, an operator shall use higher of the associated non- precision 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. Table 9: Alternate (Destination and Enroute) Aerodrome Operating Minima for Dispatch Approach facility configuration Ceiling DA/H or MDA/H RVR For airports supporting one Authorized DA/H or DA/H Authorized visibility approach and landing operation. plus an increment of 400 ft plus an increment of 1 500 m For airports supporting at least two Authorized DA/H or MDA/H Authorized visibility approach and landing operations, plus an increment of 200 ft plus an increment of each providing a straight-in 800 m approach and landing operation to different, suitable runways For airports with a published Cat II Cat II procedures, a ceiling of Cat II, a visibility of at or Cat III approach and landing at least 300 ft, or for Cat III least RVR 1 200 m or, operation, and at least two procedures, a ceiling of at for Cat III, a visibility of approach and landing operations, least 200 ft at least RVR 550 m each providing a straight-in approach and landing operation to different, suitable runways Note 1 - Conditional forecast elements need not be considered, except that a PROB40 or TEMPO condition below the lowest applicable planning minima must be taken into account Note 2 – When determining the usability of an IAP, wind plus gust forecast must be within operating limits, including reduced visibility limits, and should be within the aeroplane 31CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 maximum approved crosswind value. Note 3 – When dispatching under the provisions of MEL, those MEL limitations affecting instrument approach minima must be considered in determining alternate minima. Note 4 – For airports supporting at least two approach and landing operations each providing a straight-in approach and landing operation to different suitable runways, the term “suitable runways” will account for factors such as crosswind/tailwind components, LDA, runway surface that shall be within aircraft limitations for both runways. In this case, the two approach and landing operations shall be based on separate navigation/approach aids. 14. AERODROME OPERATING MINIMA – TAKE OFF 14.1 Take-off minima established by the operator must be expressed as visibility or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and the aeroplane characteristics. Where there is a specific need to see and avoid obstacles on departure, take-off minima may include cloud base limits. Where avoidance of such obstacles may be accomplished by alternate procedural means, such as use of climb gradients or specified departure paths, cloud base restrictions need not be applied. 14.2 A take-off alternate aerodrome shall be selected and specified in the operational flight plan if either the meteorological conditions at the aerodrome of departure are below the operator’s established aerodrome landing minima for that operation or if it would not be possible to return to the aerodrome of departure for other reasons. (a) A take-off alternate aerodrome shall be selected and specified in the operational flight plan if either the meteorological conditions at the aerodrome of departure are below the operator’s established aerodrome landing minima for that operation or if it would not be possible to return to the aerodrome of departure for other reasons. aeroplanes with two engines: one hour of flight time at a one-engine- inoperative cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take- off mass; or (b) Aeroplanes with three or more engines: two hours of flight time at an all-engines operating cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass; or (c) Aeroplanes engaged in extended diversion time operations (EDTO): where an alternate aerodrome meeting the distance criteria of (a) or (b) is not available, the first available alternate aerodrome located within the distance of the operator’s approved maximum diversion time considering the actual take-off mass. Note: To be “engaged in EDTO operations” means that the aircraft and operator have been approved for EDTO operations and the aircraft has been dispatched in accordance with applicable EDTO requirements 14.3 Visual reference. The take-off minima must be selected to ensure sufficient guidance to control the aeroplane 32CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 in the event of both a discontinued take-off in adverse circumstances and a continued take- off after failure of the critical power unit. 14.4 Required RVR/Visibility For multi-engine aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during take-off, the aeroplane can either stop or continue the take- off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima established by an operator must be expressed as RVR/Visibility values not lower than those given in the table below. Use of these minima is based on the following factors: 14.4.1 Flight characteristics and cockpit instrumentation typical of multi-engine turbine aircraft; 14.4.2 Comprehensive programmes for crew qualification which address use of the specified minima; 14.4.3 Comprehensive programmes for airworthiness, with any necessary equipment operational (MEL); 14.4.4 Availability of specified facilities for the respective minima, including programmes for assurance of the necessary reliability and integrity; 14.4.5 Availability of air traffic services to ensure separation of aircraft and timely and accurate provision of weather, NOTAM, and other safety information; 14.4.6 Standard runway, airport, obstruction clearance, surrounding terrain, and other characteristics typical of major facilities serving scheduled international operations; 14.4.7 Routine low visibility weather conditions (e.g. fog, precipitation, haze, wind components, etc.) which do not require special consideration; and 14.4.8 Availability of alternate courses of action in the event of emergency situations. 33CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Table 10 : RVR/Visibility for Take-off (Commercial Transport Aeroplanes) Take-off RVR/Visibility Facilities RVR/VIS 1 Cat A, B, C & D Adequate Visual reference 2 (Day only) 500m Runway edge lights or Runway Centerline markings 3 400 m Runway edge lights and Runway Centreline markings 3 300 m Runway edge lights and Runway Centreline lights 200 m Runway edge lights and Runway Centreline lights and relevant 150 m RVR information 4 High intensity Runway edge lights and Runway Centre line lights 125 m (spacing 15 m or less) and relevant RVR information 4 High intensity Runway edge lights and Runway Centre line lights 75 m (spacing 15 m or less), approved lateral guidance system and relevant RVR information 4 Note 1 – The TDZ RVR/VIS may be assessed by the pilot Note 2 - Adequate Visual reference means, that a pilot is able to continuously identify the take-off surface and maintain directional control. Note 3 - For night operations at least runway edge lights or centre line lights and runway end lights are available. Note 4 - The required RVR must be achieved for all relevant RVR reporting points (touchdown, mid- point and stop-end/roll-out). The governing RVR shall be the lowest of the reported RVRs 15. This CAR supersedes Monsoon Circular 2007, OC 3/2014 as the same have been incorporated in the CAR. (Faiz Ahmed Kidwai) Director General of Civil Aviation Rev 1, xx Xxxxx, 2025 34CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Annexure 1 ADVERSE WEATHER /MONSOON OPERATIONS 1. Background Adverse weather is an integral part of flight operations. Adverse weather prevails in one part of an operator’s network or another at different times of the year. Adverse weather operations encompass those operations conducted in weather conditions that could result in degradation of take and landing surfaces due to rain, snow, sleet, other contaminants associated with wet and cold weather. 2. Purpose: Operating techniques applicable to each aircraft, under various generic adverse weather conditions, exist in flight manuals and must be adhered to. However, to ensure an enhanced level of safety, the reinforcement of these operating practices in the context of the adverse weather with relevant, specific and mandatory regulatory guidelines is necessary. Operators are to ensure that pilots are qualified as per this Annexure to CAR prior to undertaking flights into adverse weather affected regions. 3. 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 as PIC during adverse weather conditions till he achieves 100 hours provided the co-pilot has a minimum of 1000 hours on type and a minimum of two monsoon seasons on type. 35CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Note: For the purpose of qualification criteria of Para 4; 100 hours of PIC must include actual time in the left seat and not include hours logged as a cruise captain. Monsoon season in Sub Para (a) and (b) refers to April-Sep 5. Adverse Weather Training and Checks 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/ CO-PILOT on a new type in actual or forecast, adverse weather conditions. Simulator training and checks may be conducted during PIC upgrade/co- pilot type training conversion course. (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) One hour simulator training 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) One hour simulator check for adverse weather operations. (c) Aircraft not having Simulator (i) Pilots of such Operators will undergo ground training as given above. 36CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (ii) Minimum two sectors of SLF 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). (iii) One hour check/ Route check on the aircraft for adverse weather operations. Note: (ii) & (iii) to be carried out in monsoon conditions or monsoon season April-Sep. 6. General Conditions: (i) For PIC with previous command experience of adverse weather flying (2 monsoons) on any type of aircraft, this minimum cockpit experience will not be applicable. Minimum total cockpit experience level of the crew as PIC and Co-Pilot should not be less than 300 hours on type. No supervised take-offs and landings in actual adverse weather conditions. (ii) 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. (iii) ILS approaches are to be preferred to non-precision approaches. In case of non- precision approaches, emphasis must be given on CDFA. (iv) Greater emphasis on stabilized approaches (Refer “ALAR India Training Tool Kit Circular). (v) All Operators are required to follow a non-reprisal policy for Go around and Diversion, (vi) Documentation about upset recovery technique for specific airplane must be reviewed. (vii) Full flap landing and adequate usage of Reverse thrust and consideration of extra en- route/ terminal fuel computation shall be adhered to. (Type specific manufacturer’s guidance accepted) 7. MEL Requirements 7.1 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 37 Rev 1, xx Xxxxx, 2025CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 irrespective of the type of aircraft. (a) Weather radar. (b) Windshield wipers (where fitted). 7.2 Aircraft certificated for adverse weather performance. Aircraft that have manufacturer certificated adverse weather performance with appropriate MMEL for defects/unavailability are to incorporate the same in their MEL and be governed by the limitations and considerations therein. 7.3 Aircraft not certificated for adverse weather performance. 7.3.1 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. 7.3.2 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 7.3.2 (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. 38CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Annexure 2 ALL WEATHER OPERATIONS EXPLANATORY MATERIAL 1. Para 4.2: Operators need to specify method of determination of minima for approval by DGCA. Compliance with this CAR will be an acceptable method. Additionally, operators will need to specify the presentation of AOM to crew for reference. Once the method of determination of minima has been approved by DGCA, operators need not file individual aerodrome minima with DGCA unless specifically required. Visibility/RVR minima are based on the MDA (H)/DA(H). It is the responsibility of the service provider which publishes the approach procedure to promulgate OCA (H) for that approach procedure that forms the basis of calculation of visibility/RVR minima by the operator. The State as a minimum will ensure that the OCA (H) is promulgated for use by the operator. Where the associated visibility/RVR minimum is also published by the State Civil Aviation Authority, the minima established by the operator cannot be lower. 2. Para 4.6.5: The required visual reference for different types of approach operations has been specified in the CAR. For CAT III approaches without DH where there is no required visual reference, and hence the provision of continuation of approach below 100 feet above aerodrome with RVR below minimum does not apply. If the RVR falls below the minimum in a CAT III approach without DH, a missed approach must be carried out. 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 mid zone and roll-out zone can be lower than the touch-down zone provided conditions enumerated in Note 1 below are met. The following table is to be used for reference; Type of operation RVR Touch- Mid zone Roll-out zone downzone CAT I 550m 125m 125m CAT II 300 m 125m 125m CAT III 175m 125m 125m CAT III (with roll- 75/50m 75/50m 75/50m out guidance) Note 1: The use of minimum RVRs in the table above is subject to: operator authorization; aeroplane authorization; flight crew training and qualification; and aerodrome facilities. 39CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Note 2: The use of minimum RVR of 75m or 50m depends on value approved for operators and aeroplanes with roll-out guidance system. Note 3: The values in bold font are required for the type of operation. 4. Para 4.1 (b) requirement of additive to AOM is for the first flight to an aerodrome by a pilot or where recency requirements are not met as per the CAR. This is intended for the destination aerodrome and not en-route alternate aerodromes. 5. Para 7.3.2: In case an SFI has not held a CAT II/III authorization on type within the previous 5 years, then prior to imparting training for LVTO and CAT II/III operations, he must complete the ground training for LVTO and CAT II/III. Thereafter, the SFI shall observe and conduct under supervision LVTO and CAT II/III training under an SFI/TRI/Instructor/Examiner as appropriate prior to conducting LVTO and CAT II/III training. 6. Para 7.4: Simulator training for CAT II/III is prescribed for a standard crew complement of one PIC and co-pilot. However, in case two PICs or co-pilots are paired for the training, it shall be ensured that training and evaluation is completed specific to the seat (e.g. if the quantum is 2 hours training and 1 hour evaluation for CAT II, this shall be carried out for each of the pilots in a non- standard crew complement which 2 hours plus 1 hour for each pilot). 7. Para 7.4.1.3: Similar design types are aeroplanes that have similar displays and procedures for CAT II/III operations such as fail operational A320 family/A330 and fail operational B737/B747/B777/B787. 8. Para 11.1: Non-scheduled operators fulfilling the specified conditions for normal AOM will be given approval for specific crew, aeroplane and type of approach operations. The use of normal AOM once approved will require recency experience as in Para 11.1.1. and bi-annual pilot proficiency checks of which at least every alternate check needs to be in the approved simulator (up to Cat I). If these are conditions are not met, then restricted AOM will apply. Restricted AOM is an additive to the normal AOM. In order to calculate restricted AOM, an operator needs to obtain normal AOM from Table 4 and 5 as applicable, and then add 100 feet to the DA/MDA and 400 m to the normal AOM. There is no requirement to re-enter Table 4 or 5 with the restricted AOM values. 9. Para 11.3.6, 11.4.3 and 11.5.4: The required visual reference for different types of approach operations consist of aerodrome lighting systems and facilities. Any one of the specified visual references if acquired and maintained are adequate to continue the approach to landing. For the purpose of AOM application, these visual references (lighting or marking) are expected to be fully serviceable and available. Additionally, operators are expected to stipulate in their Operations Manual the requirement of lighting and marking for precision/APV/non-precision operations by day and night in accordance with relevant regulatory standards. The use of gooseneck flares as main or alternative/standard lighting systems is not authorized. Outages in these lightings and markings are reported through AIS. However, in cases where the outages are reported in terms of number of lights and not 40CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 complete outage of the system, operators shall use the following to determine availability of lighting systems; 10.1 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 than15% of the lights become unserviceable, or two adjacent lights become unserviceable. 10.2 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. 10. Table 4: Minima values in table 4 may be RVR/CMV/Visibility. However, for minima below 800m the reported value should derived from an instrumented RVR system. In the absence of an instrumented RVR system, human observer RVR system shall be used for minima values less than 800m. 11. 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. 41CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 12. Table 10: Pilot Assessment of equivalent TDZ RVR: 13. For takeoff circumstances where TDZ RVR is inoperative or is determined by the pilot to be significantly in error (e.g., patchy fog obscuring a transmissometer but not on the runway, snow on transmissometer causing erroneous readings), a pilot assessment may be made in lieu of RVR subject to the following; 14. To be eligible to use this provision the operator must ensure that each pilot authorized to make this determination has completed approved training addressing pilot procedures to be used for visibility assessment in lieu of RVR, and the pilot can determine the necessary runway markings or runway lighting that must be available to provide an equivalent RVR to that specified to ensure adequate visual reference for the takeoff. 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. When any pilot assessment of equivalent RVR is made, the pilot must be able to positively determine position on the airport and correct runway, and positively establish that the aircraft is at the correct position for initiation of takeoff. Typically this equivalent RVR assessment is applicable only at a runway threshold where runway identifying markings and number(s) are visible from the takeoff position (e.g., not applicable to intersection takeoffs). 16. When such a pilot RVR assessment is made, the result of the assessment should typically be provided to any pertinent air traffic facility when practical, and may also be provided to the operator (e.g., dispatch) to facilitate other operations and timely distribution of meteorological information. It is not intended to be a verification of minima or limit or restrict minima for the aircraft making the report. 17. Pilot assessment of touchdown zone RVR is to be made only when the mid and roll out zone RVR are reported and both these are not less than 200m. 18. Table 10: LVTO pertains to take off when the RVR is below 400 m and is applicable whenever the reported RVR in any zone (touch-down/mid/roll-out). RVR is below 400 m. The facilities and conditions of Table 10 required will be as per the lowest RVR reported in any zone (e.g. if the RVR is 400/300/300 representing the three zones, then the 300 m will be the RVR for reckoning facilities and conditions of Table 10. If the RVR is 300/150/Not Reported, then 150 m will be the reckoning RVR and as the RVR is below 200 m all three RVRs are required). 19. Para 14.2: The operator while considering the requirement of selecting and specifying a takeoff alternate must consider all situations wherein an aeroplane cannot land at the aerodrome of departure. This includes, but is not limited to weather conditions below CAT I minima, performance limitations, landing minima being higher than reported RVR/visibility. 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. 42CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 20. Para 14.4: The minimum visibility/RVR for take off table is to be used by scheduled, non-scheduled and general aviation operators using facilities which meet CAR Section 4 Series B Part I provisions. 21. Para 5.3. The provision of this para is to ensure that take off is not conducted below standard CAT I conditions of 550m RVR/800m visibility unless LVP are enforced. The actual status or availability of a CAT I ILS approach is not relevant. Example is if an aerodrome has only a VORDME approach or the aerodrome CAT I ILS minima is 900m (due ALS etc), then take off down till 550RVR/800Vis can be conducted, while below this figure LVP has to be enforced for lower RVR/Vis takeoff. Anytime reported visibility is below 800 m, then the 550 m RVR criteria applies for this interpretation. 22. For single pilot operations the PIC must meet the criteria as per para 11.1.1 (a), (b). 23. For those aircraft which does not have simulator, the training as per para 11.1.1 (c) to be carried out on aircraft as approved in their operations manual. 43CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 Annexure 3 ALL-WEATHER OPERATIONS TRAINING PROGRAMME 1. INTRODUCTION In order to qualify for all-weather operations (AWO), flight crew need to be trained in all aspects of ground and flight training that permits operations in reduced visibility conditions with an equivalent level of safety. It is the responsibility of the operator to formulate a comprehensive training programme for all-weather operations depending upon the flight crew experience, aeroplane capability and aerodrome facilities. This operations circular provides guidance to operators for compliance with the requirement of an AWO training programme. 2. AWO TRAINING PROGRAMME FOR OPERATIONS TO CATEGORY I MINIMA 2.1 Ground training An all-weather operations ground training programme should provide instruction for all flight crew members appropriate to their designated duties. The approved format of any training programme should be designed to fit the particular operation. It should cover the following items where applicable: (a) characteristics of visual and non-visual approach aids; (b) aeroplane-specific flight systems, and instrumentation and display systems and the associated limitations: (c) changes, if any, to aerodrome operating minima necessitated by inoperable or unserviceable instruments or systems; (d) approach and missed approach procedures and techniques; (e) use of visibility and RVR reports, including the various methods of assessing RVR, the conversion method of Visibility into an RVR (CMV), and the limitations associated with each method, the characteristics of fog and its effect on the relationship of RVR to the pilot’s visual segment and the problems of visual illusions; (f) influence of wind shear, turbulence and precipitation; (g) the pilot’s tasks at DA/H, MDA/H or MAPt, the use of visual cues, their availability and limitations in reduced RVR and various glide path angles, pitch attitudes and cockpit cut-off angles, the heights at which various cues may be expected to become visible in actual operations, procedures and techniques for transition from instrument to visual 44CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 reference, including the geometry of eye-height, wheel height, antenna position and pitch attitude with reference to various pitch attitudes; (h) action to be taken if the visibility deteriorates when the aeroplane is below DA/H or MDA/H, and the techniques to be adopted for transition from visual to instrument flight; (i) action in the event of equipment failure, both above and below DA/H or MDA/H; (j) significant factors in the calculation or determination of aerodrome operating minima, including height loss during the missed approach maneuver and obstacle clearance; (k) effect of system malfunction on auto-throttle or autopilot performance (e.g. engine failure, pitch trim failure); (l) procedures and techniques for reduced visibility take-offs including rejected take-off and action to be taken if the visibility deteriorates during take-off run; and (m) such other factors as are considered to be necessary 2.2 Simulator/flight training and checking 2.2.1 The all-weather operations programme for initial and recurrent training should provide simulator and flight training on the particular aeroplane type for all flight crew members. 2.2.2 All-weather operations training should cover the following items, as appropriate: (a) Take-offs in reduced visibility, including system failures, engine failures and rejected take-off. (b) system failures during approach, landing and missed approach; (c) instrument approaches with all engines operating, and with the critical engine inoperative, using the various flight guidance and control systems installed in the aeroplane, down to the specified operating minima and transition to visual reference and landing; (d) instrument approach with all engines operating and with the critical engine inoperative, using the various flight guidance and control systems installed in the aeroplane, down to the specified operating minima, followed by a missed approach, all without external visual reference; (e) instrument approaches using the aeroplane’s automatic flight control system, followed by reversion to manual control for flare and landing; 45CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (f) Procedures and techniques for reversion to instrument flight and the execution of a balked landing and subsequent recovery resulting from loss of visual reference below DA/Hor MDA/H. 2.2.3 The frequency of system malfunctions introduced in the all-weather operations training programme should not be such so as to undermine the confidence of flight crews in the over-all integrity and reliability of the systems used. 2.2.4 The recurrent training required, to maintain pilot proficiency on an aeroplane type, together with that required to maintain and renew the instrument rating, will normally be sufficient to ensure continued qualification to conduct instrument approaches. However, as a minimum, the recurrent training should include take-offs in reduced visibility and all types of instrument approaches which the pilot is authorized to carry out. These approaches should be flown to the specified operating minima, and the pilot should demonstrate the level of proficiency required by Flight Standards Directorate. 3. AWO training programme for operations to Category II/III minima The basic requirements for flight crew qualification and training that cover instrument approach operations down to Category I minima are covered in paragraph 2. Additional factors pertinent to Category II and III operations are given below. 3.1 Before conducting Category II or III operations, the flight crew should complete a suitable programme of training and education. The particular programme of training will be related to the aeroplane type and the operating procedures adopted. For modern transport aircraft and operators, this may incorporated as part of the operator’s conversion course for flight crews. 3.2 The increased dependence on the use of automatic systems highlights the role of the flight crew in safely and effectively operating these systems and the need for this role to be addressed in training and qualification processes. This emphasis should include pilot assessment of the position of the aeroplane and monitoring of the automatic flight control system performance throughout all phases of the approach, flare, touchdown and roll-out. 3.3 Ground training 3.3.1 Flight crews should make full use of ground and airborne equipment intended for use during Category II and III operations. They should therefore be instructed in how to obtain maximum benefit from redundancy provided in the airborne equipment and to fully understand the limitations of the total system, including both ground and airborne elements. The ground instruction should cover at least: (a) the characteristics, capabilities and limitations of the navaids involved (e.g. ILS) including the effect on aeroplane systems performance of interference to the ILS signal 46CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 caused by other landing, departing, or overflying aeroplanes, and the effect of the infringement of ILS critical and sensitive areas by aeroplanes or vehicles in the maneuvering area; (b) the characteristics of the visual aids (e.g. approach lighting, touchdown zone lighting, centreline lighting), and the limitations on their use as visual cues in reduced visibility with various glide path angles and cockpit cut-off angles, and the heights at which various cues may be expected to become visible in actual operations; (c) the operation, capabilities and limitations of the airborne systems (e.g. the automatic flight controls systems, monitoring and warning devices, flight instruments, including altimetry systems and the means the pilot has to assess the position of the aeroplane during the approach, touchdown and roll-out); (d) approach, including missed approach procedures and techniques, including descriptions of the factors affecting height loss during missed approach in normal and abnormal aeroplane configurations; (e) the use and limitations of RVR, including the applicability of RVR readings from different positions on the runway, the different methods of measuring and assessing RVR, and the limitations associated with each method; (f) the basic understanding of obstacle limitation and the obstacle-free zone, including missed approach design criteria and obstacle clearance for Category II and III operations (PANS-Ops, Volume I); (g) the effects of low-level wind shear, turbulence and precipitation; (h) pilot tasks at decision height, and procedures and techniques for transition from instrument to visual flight in low visibility conditions, including the geometry of eye, wheel and antenna positions with reference to ILS reference datum height; (i) action to be taken if the visual reference becomes inadequate when the aeroplane is below decision height, and the technique to be adopted for transition from visual to instrument flight should a go-around become necessary at these low heights; (j) use of alert height and appropriate actions; (k) action to be taken in the event of failure of approach and landing equipment above and below decision height; (l) recognition of and action to be taken in event of failure of ground equipment; (m) significant factors in the determination of decision height; 47CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (n) effect of specific aeroplane malfunctions (e.g. engine failure) on auto-throttle, auto- pilot performance, etc; (o) procedures and precautions to be followed while taxiing during limited visibility conditions; and (p) Existence and the effects of visual illusions. 3.3.2 Training aids may include films of approaches in actual conditions and the use of an approved FSTD with a suitable visual system. The training should ensure that all flight crewmembers understand their duties and responsibilities, those of the other flight crew members and the need for close crew co-ordination. 3.3.4 In actual operations some approaches may result in the aeroplane being off centreline or glide path at, before, or after decision height. Therefore, pilots should be given instruction on decision making in such circumstances. This must illustrate the limitations of visual cues in reduced visibility. Pilots must also be shown that they can be led into a premature transition to outside references for aeroplane control when available visual cues are not adequate for control of pitch attitude and/or vertical flight path. They should therefore be cautioned against premature disengagement of the auto-pilot, and should continue monitoring flight instrumentation even when adequate visual contact with the runway and its environment can be maintained until the safe completion of the approach and landing. 3.4 Simulator training and checking 3.4.1 Each member of the flight crew should be trained to carry out the duties appropriate to the particular airborne system, and subsequently demonstrate the ability to carry out the duties as a member of the flight crew to an acceptable level of competency before being authorized to engage in the particular category of operations. Flight crews should be given practical training and tests in the use of applicable systems and associated procedures in conditions of the lowest minima to be specified. 3.4.2 Initial training can most effectively be carried out in an approved FSTD with a suitable visual system. The specific type of training will depend upon the particular airborne system and on the operating procedures adopted. The initial training should at least include: (a) approaches with all engines operating, and with an engine inoperative; using the appropriate flight guidance and control systems installed in the aeroplane down to the appropriate minimum height without external visual reference followed by transition to visual reference and landings; (b) approaches with all engines operating, and with an engine inoperative; using the appropriate flight guidance and control systems installed in the aeroplane down to the appropriate minimum height followed by missed approaches, all without external visual 48CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 reference; (c) approaches utilizing the automatic flight control and landing system, followed by reversion to manual control for flare and landing after disconnecting the automatic system atlow level, if appropriate; (d) approaches utilizing the automatic flight control and landing system with automatic flare, automatic landing and, where appropriate, automatic roll out; (e) procedures and techniques for reversion to instrument flight and the execution of a missed approach from decision altitude (height), including obstacle clearance aspects; and (f) Go-around from a height below decision height which may result in a touchdown on the runway in cases of a go-around initiated from a very low altitude, e.g. such as to simulate failures or a loss of visual reference just prior to touchdown. 3.4.4 The training programme should provide practice in handling system faults, particularly those which have an effect on the operating minima and/or subsequent conduct of the operation. However, the frequency of system malfunctions introduced should not be such so as to undermine the confidence of flight crews in the over-all integrity and reliability of the systems used in low minima operations. 3.5 Simulation techniques 3.5.1 Simulation techniques are a valuable training aid for limited visibility operations. FSTDs should be used for general training in the aeroplane system and the operating procedures to be used. However, their real value in training is that different RVR values can be simulated so that pilots, who may rarely encounter limited visibility conditions in practice, can be given a realistic idea of what to expect in these conditions and can maintain their proficiency during recurrent training. To provide for missed approach training, it must be possible to simulate visibilities lower than the lowest authorized for the operator. An approved FSTD with a suitable visual system can be used during initial and recurrent training, with various RVR values simulated, for: (a) approaches; (b) missed approaches; (c) landings; (d) relevant drills and procedures after experiencing malfunction of: (i) the aeroplane system; and 49CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 (ii) the ground system; (e) transition from instrument to visual flight; and (f) transition from visual to instrument flight at low level. 3.5.2 It is most important that the visibility simulated is a correct reflection of the RVR intended. A simple calibration check of the visual system can be made by relating the number of runway centreline lights or runway edge lights which are visible with the simulator aligned for take-off, to the selected RVR. It is preferred, however, that checks also be made of the visual references with the simulator in the flying mode because the static and dynamic visual scenes may differ in certain visual systems. 3.6 Recurrent proficiency checks In conjunction with normal pilot proficiency checks at regular intervals, a pilot should demonstrate the knowledge and ability necessary to perform the tasks associated with the authorized category of operation. Due to the low probability of encountering limited visibility conditions during actual operations, the use of an approved FSTD for recurrent training, proficiency checking, and renewal of ratings assumes increased importance. 3.7 Recency requirements Operators should use procedures developed for Category II or III operations during normal service, regardless of the weather conditions and, whenever the necessary ground facilities are available and traffic conditions permit. This practice ensures flight crew familiarity with the procedures, builds confidence with the equipment, and ensures appropriate maintenance of the Category II and III related systems. However, it is important to ensure that pilots maintain proficiency in manual flying skills. Experience has shown that this is particularly important where crews are flying a route structure with long stage lengths. Consideration should be given to a recency requirement, i.e. that crews should achieve a minimum number of automatic approaches, or approaches and landing as applicable, each month (or other suitable period) to maintain their Category II or III qualifications. This recency requirement is in no way a substitute for recurrent training. 3.8 Record of Category II/III qualification When a flight crew member becomes fully qualified for Category II or III operations, the operator should document these qualifications. The qualifications may be documented by one of several means. Any of these means are acceptable: a) The operator could issue a qualification card or certificate, which should contain evidence of the recurrent checks, so that the currency of the flight crew member’s qualifications can be easily verified. The qualification card should be carried by the 50CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES C PART I 28TH OCTOBER 2022 flight crew member when conducting Category II or III operations; b) Endorsed pilot logbook, which for verification purposes should be available on board the aircraft either in original form or via copies of the relevant endorsements if the pilot logbook is not carried on board. c) Proficiency check report with the relevant endorsement in original or copy. 51