AWOPs

ALL WEATHER OPERATIONS

Craig Pearce - January 2003

INDEX


1) WHAT IS AWOPs ? Page 2
ENR 1.8 : All Weather Operations Page 2
2) PLANNING IFR FLIGHTS INTO IMC Page 2
3) THE DEPARTURE AERODROME Page 2
CATS 121.07.7 / 135.07.7 : Take-off minima Page 3
General Page 3
Visual references Page 3
Required RVR / Visibility Page 3
4) QUESTIONS DEPARTURE AERODROME Page 5
5) LOW VISIBILITY PROCEDURES (LVPs) Page 8
ENR 1.8.3 : Low Visibility Procedures Page 8
Introduction Page 8
General Page 8
Localizer Sensitive Area Page 8
6) QUESTIONS LOW VISIBILITY PROCEDURES Page 9
7) TAKE-OFF ALTERNATE AERODROME Page 9
CAR 1.00.1 : Definition Page 9
CAR 91.07.7 : Pre-flight selection or aerodromes Page 10
CAR 91.07.8 : Planning minima for IFR flights Page 10
8) QUESTIONS TAKE-OFF ALTERNATE Page 11
9) DESTINATION AERODROME Page 12
CAR 91.07.8 : Planning minima for IFR flights Page 12
CATS 121.07.7 : Aerodrome operating minima Page 13
Non-precision approach Page 13
System minima Page 13
Minimum descent height Page 13
Visual reference Page 13
Required RVR Page 14
Precision approach Page 16
General Page 16
Decision height Page 16
Visual reference Page 16
Required RVR Page 17
10) QUESTIONS DESTINATION AERODROME Page 18
11) THE ALTERNATE AERODROME Page 19
CAR 91.07.8 : Planning minima for IFR flights Page 19
CATS 91.07.8 : Pre-flight selection of aerodromes Page 21
CAR 91.07.7 : Pre-flight selection of aerodromes Page 21
12) QUESTIONS DESTINATION ALTERNATE AERODROME Page 23
13) THE APPROACH BAN Page 24
ENR 1.8.2.6 : Commencement of an approach Page 25
14) QUESTIONS - THE APPROACH BAN Page 25
15) TOOLS TO ASSIST THE PILOTS Page 26
The monitored approach Page 26
The approach preperation Page 27
15) APPENDIX Page 28

Page 1





WHAT IS AWOPs ?

As the name implies, one would think that it would apply to all weather
conditions, VMC and IMC, however, the definition below clearly states that
AWOPs only applies to IFR flights in IMC conditions.


ENR 1.8.1.2.2 All weather operations

Any take-off, en-route or landing operations in IMC and operated in accordance with
IFR.


PLANNING IFR FLIGHTS INTO IMC

Before any flight is operated in Instrument Meteorological Conditions, it is vital
that the pilot checks the weather conditions at the aerodrome of departure,
aerodrome of destination and all the required alternate aerodromes to ensure
that the flight can be conducted legally and safely. It is also important to check
the availability and serviceability of all the required facilities as this can affect
the weather minimums required.


THE DEPARTURE AERODROME

At the Aerodrome of Departure we need to check the following:
Facilities at aerodrome of departure to determine the take-off RVR /
Visibility required.
Does the weather at the departure aerodrome preclude a return
landing.
Depending on the facilities available at the Aerodrome of Departure, we can
determine the required RVR / Visibility for take-off. This is achieved by
perusing Civil Aviation Technical Standard (CATS) 121.07.7 (for large aircraft
engaged in commercial air transport operation) or Civil Aviation Technical
Standard (CATS) 135.07.7 (for small aircraft engaged in commercial air
transport operation).

Page 2



CATS 121.07.7 / CATS 135.07.7 : Take-off minima

(1) General
(a) 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 and/or for a forced landing,
additional conditions (e.g. ceiling) must be specified.

(b) The pilot- in-command may not commence take-off unless the weather
conditions at the aerodrome of departure are equal to or better than
applicable minima for landing at that aerodrome unless a suitable take-off
alternate aerodrome is available.

(c) When the reported meteorological visibility is below that required for take-off
and RVR is not reported, a take-off may only be commenced if the pilot- in-
command can determine that the RVR / visibility along the take-off runway is
equal to or better than the required minimum.

(d) When no reported meteorological visibility or RVR is available, a take-off
may only be commenced if the pilot- in-command can determine that the RVR
/ visibility along the take-off runway is equal to or better than the required
minimum.

(2) Visual reference

The take-off minima must be selected to ensure sufficient guidance to control the
aeroplane in the event of both a discontinued take-off in adverse circumstances
and a continued take-off after failure of the critical power unit.

(3) Required RVR / Visibility

(a) For multi-engined 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 1 500 feet 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 Table 1 below except as provided in
paragraph (4) below:




Page 3



Table 1: RVR / Visibility for take-off

Take-off RVR / Visibility
Facilities RVR / Visibility (Note 3)
Nil (day only) 500 m
Runway edge lighting and/or cenreline marking 250/300 m (note 1 and 2)
Runway edge and centreline lighting 200/250 m (Note 1)
Runway edge and centreline lighting and multiple
RVR information
150/200 m (Note 1 and 4)
Notes:
1. The higher values apply to Category D aeroplanes.
2. For night operations at least runway edge and runway end lights are
required.
3. The reported RVR / Visibility value representative of the initial part of the
take-off run can be replaced by pilot assessment.
4. The required RVR value must be achieved for all of the relevant RVR
reporting points with the exception given in Note 3 above.

(b) For multi-engined aeroplanes whose performance is such that they cannot
comply with the performance conditions in subparagraph (3)(a) above in the
event of a critical power unit failure, there may be a need to reland
immediately and to see and avoid obstacles in the take-off area. Such
aeroplanes may be operated to the following take-off minima provided they
are able to comply with the applicable obstacle clearance criteria, assuming
engine failure at the height specified. The take-off minima established by an
operator must be based upon the height from which the one engine inoperative
net take-off flight path can be constructed. The RVR minima used may not be
lower than either of the values given in Table 1 above or Table 2 below.

Table 2:
Assumed engine failure height above the runway versus RVR / Visibility

Take-off RVR / Visibility flight path
Assumed engine failure height above
the take-off runway
RVR / Visibility (Note 2)
< 50 ft 200 m
51 100 ft 300 m
101 150 ft 400 m
151 200 ft 500 m
201 300 ft 1 000 m
> 300 ft 1 500 m (Note 1)

Page 4


Notes:

1. 1 500 m is also applicable if no positive take-off flight path can be constructed.
2. The reported RVR / Visibility value representative of the initial part of the take-
off run can be replaced by pilot assessment.

(c) When reported RVR, or meteorological visibility is not available, the pilot-in-
command may not commence take-off unless he or she can determine that the
actual conditions satisfy the applicable take-off minima.



QUESTIONS DEPARTURE AERODROME

May I convert visibility to RVR, or visa versa, to establish take-off
minima?

No.

If the aerodrome of departure is equipped with RVR observation sights, RVR
values will be given for take-off. It would be pointless converting these RVR
values to visibility as a more restrictive value will be obtained.

If the aerodrome of departure is not equipped with RVR observation sights,
visibility values will be given for take-off. As per CATS 121.07.7.8.(1) / CATS
135.07.7.8.(1), meteorological visibility may not be converted to RVR for
calculating take-off minima, however, as per CATS 121.07.7.1(1)(c) and (d) /
CATS 135.07.7.1 (1)(c) and (d), if the reported meteorological visibility is
below that required for take-off or no reported meteorological visibility is
available and RVR IS NOT REPORTED, a take-off may be commenced if the
pilot-in-command can determine that the RVR / visibility along the take-off
runway is equal to or better than the required minimum.

The RVR / visibility can be determined by lining up on the active runway and
counting the number of runway edge light or centreline lights visible.
Multiple the number of lights counted by the distance that the lights are
spaced (obtained from the Aeronautical Information Publication, Jeppeson
or Aerad) to determine the RVR / visibility.



Page 5





If touch-down RVR is not available, may I still depart?

As per CATS 121.07.7.1(3)(a) / CATS 135.07.7.1 (3)(a), the reported RVR /
Visibility value representative of the initial part of the take-off run can be
replaced by pilot assessment.

The RVR / Visibility of the initial part of the take-off run can be determined by
counting the runway lights as described previously. If the RVR / visibility is
equal to or better than the required minimum, the take-off may be continued.


If the touch-down and mid-zone RVR readings are equal to or greater
than the required minimum, but the roll-out RVR is below minimum,
may I still depart?

As per CATS 121.07.7.1(3)(a) / CATS 135.07.7.1 (3)(a), the required RVR
value must be achieved for all of the relevant RVR reporting points with the
exception given in question 2.

If the runway is 3000 meters long and the calculated accelerate-stop distance
/ accelerate-go distance is less than 2000 meters, only the touch-down and
mid-zone values must be at or above the required values.


How do I calculate the assumed engine failure height?

If your aircraft is unable to clear all obstacles by the required margins in the
event of an engine failure, it is vital that you are able to see and avoid all the
obstacles in your flight path.

If your aircraft climbs a certain height with all its engines operating and then
experiences an engine failure and is able to continue the climb clearing all the
obstacles by the required margins, then you are only at risk until the aircraft
reaches this certain height, because if you experience an engine failure
above this certain height, you can safely continue the climb. You need to
determine to what height you have to climb your aircraft with all its engines
operating to then be able to clear all obstacles if an engine should fail. This
height is known as the assumed engine failure height.




Page 6





The higher the assumed engine failure height, the longer you will be at risk
until you reaches this height. While you are below this height, should an
engine fail the aircraft will not clear all the obstacles by the required margins
so you will have to see the obstacles so that you can avoid them.

The higher the assumed engine failure height, the greater the RVR / visibility
required for take-off to ensure that should an engine failure occur below this
height, you will be able to see and avoid all the obstacles.

In order to calculate the assumed engine failure height, you need to plot your
aircrafts multi-engine take-off flight path from your lift-off point down the
runway. You then need to plot your aircrafts engine-out take-off flight path so
that it clears the most restrictive obstacle in your flight path by the required
margin. You must then calculate at what height above the runway these two
plots intersect to determine the assumed engine failure height. You then enter
Table 2 with this assumed engine failure height to determine the RVR /
visibility required for take-off.
















The assumed engine failure height is calculated to be 105 feet, therefore,
using Table 2, the required RVR / visibility is 400 meters.







Page 7

35 ft
105 ft
Multi-engine take-off flight path
Engine-out take-off flight path



LOW VISIBILITY PROCEDURES (LVPs)

Low visibility procedures become effective when Category II and III
approaches are being flown to ensure that the Localiser Sensitive Area is
protected against interference.

ENR 1.8.3 : Low visibility procedures (LVP's)
1.8.3.1 Introduction

These procedures have been devised to simplify the differing requirements of
Category II and III operations. To achieve this, during the relevant weather
conditions (see 2 below), the localizer sensitive area (LSA) is to be safe
guarded. This ensures the protection of the localizer signal against interference
and at the same time effectively meets the obstacle free zone requirements.
(OFZ)
1.8.3.2 General
ATC Low Visibility Procedures become effective when:
a. The lowest RVR is less than 600 metres.
b. The cloud ceiling is 200 feet or less irrespective of the serviceability state of
the ILS, lighting, standby power, etc.
Pilots can expect ILS localizer and glide path signals to be fully protected
from interference during the final approach, from the time that pilots are
notified that LVP's are in operation until the time that pilots are notified that
LVP's have been cancelled.
ATC will inform pilots when LVP's are in force. This may be obtained via the
ATIS.

1.8.3.3 Localizer Sensitive Area (LSA)
For practicable purposes, the LSA is a rectangular area contained within
parallel lines 150 m either side of the runway centreline and between the
localizer aerial and the beginning of the runway demarcated by the airport
authority.
No person, vehicle or aircraft is to be permitted to infringe the LSA from the
time when:
a. An approaching aircraft is 10 NM from touchdown until it has vacated the
LSA.
b. A departing aircraft has commenced it's take-off run until it is airborne,
and
has passed the LLZ antenna.

Page 8





QUESTIONS LOW VISIBILITY PROCEDURES


Must LVPs be in force if the RVR / visibility is below 400 meters?

According to the Joint Aviation Regulations (JAR-OPS), if a take-off is to be
commenced when the RVR is less than 400 metres, Low Visibility Procedures
(LVPs) must be in force. The Civil Aviation Regulations do not state this
restriction under CATS 121.07.7 / CATS 135.07.7 (Take-off minima).

Due to the fact that our Regulations are based on the Joint Aviation
Regulations, it would be wise to adhere to this restriction.


When do LVPs become effective?

As per ENR 1.8.3, low visibility procedures become effective when the lowest
RVR is less than 600 meters and / or the cloud ceiling is 200 feet or less.



TAKE-OFF ALTERNATE AERODROME


The weather minima at the aerodrome of departure only takes into account
the need to see the runway ahead of you to keep the aircraft straight down the
runway in the event of an engine failure. It does not consider the fact of
getting airborne after the engine failure and having to return. For this reason,
if the weather at the aerodrome of departure precludes a return for landing, a
take-off alternate is required.

The weather minima required at the take-off alternate is normal landing
minima one hour before to one hour after your ETA.






Page 9



CAR 1.00.1 : Definitions

Take-off alternate aerodrome means an aerodrome to which a flight may proceed
should the weather conditions at the aerodrome of departur e preclude a return for
landing.

CAR 91.07.7 : Pre-flight selection of aerodrome

(3) The owner or operator shall select and specify in the air traffic service flight
plan referred to in Regulation 91.03.3, a take-off alternate aerodrome, if it
would not be possible for the aircraft to return to the aerodrome of departure
due to meteorological or performance reasons.


(4) The take-off alternate aerodrome referred to in sub-regulation (3), shall be located
within -

(a) one hour flight time at one-engine cruising speed according to the aircraft
flight manual referred to in Regulation 91.03.2 , in still air standard
conditions based on the actual take-off mass for a twin-engine aircraft;
(b) two hours flight time at one-engine inoperative cruising speed according
to the aircraft flight manual referred to in Regulation 91.03.2, in still air
standard conditions based on the actual take-off mass for three-engine and
four-engine aircraft;
(c) if the aircraft flight manual referred to in Regulation 91.03.2, does not
contain a one-engine inoperative cruising speed, the speed to be used for
calculation, shall be the speed which is achieved with the remaining engine
set at maximum continuous power.

CAR 91.07.8 : Planning minima for IFR flights
(1) The owner or operator of an aircraft shall not select an aerodrome as a take-off
alternate aerodrome for a flight to be conducted, wholly or partly in
accordance with IFR under IMC unless the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period
commencing one hour before and ending one hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the
applicable landing minima prescribed in Regulation 91.07.5.

(2) The ceiling shall be taken into account when the only approaches available are
non-precision or circling approaches.


(3) Any limitation related to one-engine inoperative operations shall be taken into
account.

Page 10




QUESTIONS TAKE-OFF ALTERNATE


If your twin-engine aircraft has a single-engine cruise speed of 100
knots and your take-off alternate aerodrome is 100 nautical miles
away, may you depart if the forecast headwind to your take-off
alternate is 50 knots? (Flying time to take-off alternate will be 1 hour
30 minutes.)

Yes.

As per CAR 91.07.7 (4), the take-off alternate aerodrome shall be located
within one hour flight time at one-engine cruising speed according to the
aircraft flight manual referred to in Regulation 91.03.2, in still air standard
conditions based on the actual take-off mass for a twin-engine aircraft.


You want to take-off from Lanseria International Airport with
Johannesburg International Airport as your take-off alternate,
Johannesburg International Airport is 30 minutes flying time away at
your one-engine cruising speed in still air standard conditions,
however, the forecast RVR at Johannesburg International Airport is
below landing minima. You phone the weather bureau and they advice
you that the fog is burning off and the RVR values are now above that
required for landing, and state that the weather is improving. May you
depart?

No, you may only depart in 30 minutes.

If you depart immediately and experience an engine failure, you will divert
to your take-off alternate aerodrome and arrive there 30 minutes later.
Although the weather at Johannesburg International Airport will be above
landing minima, it would not have been above this minima for one hour
before your arrival time. As per CAR 91.07.8, the owner or operator of an
aircraft shall not select an aerodrome as a take-off alternate aerodrome for
a flight to be conducted, wholly or partly in accordance with IFR under IMC
unless the appropriate weather reports or forecasts, or any combination
thereof, indicate that, during a period commencing one hour before and
ending one hour after the estimated time of arrival at the aerodrome, the
weather conditions will be at or above the applicable landing minima
prescribed in Regulation 91.07.5.


Page 11





Can your aerodrome of departure be your take-off alternate aerodrome?

No.

By definition a take-off alternate aerodrome is an aerodrome to which a flight
may proceed should the weather conditions at the aerodrome of departure
preclude a return for landing. If you are able to land back at your aerodrome
of departure, no take-off alternate aerodrome is required and therefore you do
have to stipulate a take-off alternate on your flight plan .



DESTINATION AERODROME


Once you have established that you can get legally and safely take-off from
the aerodrome of departure, you need to check the status of all the facilities at
the destination aerodrome to establish the landing minima. The landing
minima are then compared with the actual or forecast weather to establish
whether the required minima are going to be achieved.

CAR 91.07.8 : Planning minima for IFR flights

(4) The owner or operator of an aircraft shall only select the destination aerodrome or
destination alternate aerodrome when the appropriate weather reports or forecasts,
or any combination thereof, indicate that, during a period commencing one hour
before and ending one hour after the estimated time of arrival at the aerodrome,
the weather conditions will be at, or above, the applicable planning minima as
follows:

(a) Planning minima for a destination aerodrome-

(i) RVR or visibility specified in accordance with Regulation 91.07.5; and
(ii) for non-precision approach or a circling approach, the ceiling at, or above,
MDA/H; and




Page 12


CATS 121.07.7.2 / CATS 135.07.7.2 : Aerodrome operating minima
Non-precision approach
(1) System minima
(a) An operator must ensure that system minima for non-precision approach
procedures, which are based upon the use of ILS without glide path (LLZ
only), VOR, NDB, SRA and VDF are not lower than the MDH values
given in Table 3 below.

Table 3: System minima for non-precision approach aids

System minima
Facility Lowest MDH
ILS (no glide-path LLZ) 250 ft
VOR 300 ft
VOR / DME 250 ft
NDB 300 ft

(2) Minimum descent height

An operator must ensure that the minimum descent height for a non- precision
approach is not lower than either

(a) the OCH/OCL for the Category of aeroplane; or
(b) the system minimum.
(3) 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;
(h) the touchdown zone lights;
(i) runway edge lights; or
(j) other visual references accepted by the Commissioner.
Page 13





(4) Required RVR

The lowest minima to be used by an operator for non-precision approaches are:

Table 4(a): RVR for non-precision approach full facilities

Non-precision approach minima
Full facilities (Notes (1), (5), (6) and (7)
MDH RVR/Aeroplane category
A B C D
250 ft 299 ft 800 m 800 m 800 m 1 200 m
300 ft 449 ft 900 m 1 000 m 1 000 m 1 400 m
450 ft 649 ft 1 000 m 1 200 m 1 200 m 1 600 m
650 ft and above 1 200 m 1 400 m 1 400 m 1 800m

Table 4(b): RVR for non-precision approach intermediate facilities

Non-precision approach minima
Intermediate facilities (Notes (1), (5), (6) and (7)
MDH RVR/Aeroplane category
A B C D
250 ft 299 ft 1 000 m 1 100 m 1 200 m 1 400 m
300 ft 449 ft 1 200 m 1 300 m 1 400 m 1 600 m
450 ft 649 ft 1 400 m 1 500 m 1 600 m 1 800 m
650 ft and above 1 500 m 1 500 m 1 800 m 2 000 m
Table 4(c): RVR for non-precision approach basic facilities

Non-precision approach minima
Basic facilities (Notes (3), (5), (6) and (7)
MDH RVR/Aeroplane category
A B C D
250 ft 299 ft 1 200 m 1 300 m 1 400 m 1 600 m
300 ft 449 ft 1 300 m 1 400 m 1 600 m 1 800 m
450 ft 649 ft 1 500 m 1 500 m 1 800 m 2 000 m
650 ft and above 1 500 m 1 500 m 2 000 m 2 000 m

Page 14



Table 4(d): RVR for non-precision approach Nil approach light facilities

Non-precision approach minima
Nil approach light facilities (Notes (4), (5), (6) and (7)
MDH RVR/Aeroplane category
A B C D
250 ft 299 ft 1 500 m 1 500 m 1 600 m 1 800 m
300 ft 449 ft 1 500 m 1 500 m 1 800 m 2 000 m
450 ft 649 ft 1 500 m 1 500 m 2 000 m 2 000 m
650 ft and above 1 500 m 1 500 m 2 000 m 2 000 m
Notes:

1. Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
2. Intermediate facilities comprise runway markings, 420 - 719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
3. Basic facilities comprise runway markings, < 420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
4. Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
5. The tables are only applicable to conventional approaches with a nominal
descent slope of not greater than 4. Greater descent slopes will usually require
that visual glide slope guidance (e.g. PAPI) is also visible at the Minimum
Descent Height.
6. The above figures are either reported RVR or meteorological visibility
converted to RVR as in TS 121.07.7.8 below.
7. The MDH mentioned in Table 4(a), 4 (b), 4(c) and 4(d) refers to the initial
calculation of MDH. When selecting the associated RVR, there is no need to
take account of a rounding up to the nearest ten feet, which may be done for
operational purposes, e.g. conversion to MDA.






Page 15





Precision approach - Category I operations

(1) General

A Category I operation is a precision instrument approach procedure which provides
for an approach to a decision height not lower than 200 ft and a visibility not less than
800 m or RVR not less than 550 m.

(2) Decision height

An operator must ensure that the decision height to be used for a Category I precision
approach is not lower than -

(a) the minimum decision height specified in the aeroplane flight manual (AFM)
if stated;
(b) the minimum height to which the precision approach aid can be used without
the required visual reference;
(c) the OCH/OCL for the category of aeroplane; or
(d) 200 ft

(3) Visual reference

A pilot may not continue an approach below the Category I decision height,
determined in accordance with paragraph (2) above, 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;
(h) the touchdown zone lights; or
(i) runway edge lights.




Page 16






(4) Required RVR

The lowest minima to be used by an operator for Category I operations are:

Table 5: RVR for Cat I approach vs facilities and DH

Category I minima
DH Facilities/RVR (Note 5)
Full
(Notes 1 & 6)
Intermediate
(Notes 2 & 6)
Basic
(Notes 3 & 6)
Nil
(Notes 4 & 6)
200 ft 550 m 700 m 800 m 1 000 m
201 ft 250 ft 600 m 700 m 800 m 1 000 m
251 ft 300 ft 650 m 800 m 900 m 1 200 m
301 ft and above 800 m 900 m 1 000 m 1 200 m

Notes:

1. Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
2. Intermediate facilities comprise runway markings, 420 - 719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
3. Basic facilities comprise runway markings, < 420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
4. Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
5. The above figures are either the reported RVR or meteorological visibility
converted to RVR as in accordance with technical standard 131.6.
6. The table is applicable to conventional approaches with a glide slope angle up to
and including 4.
7. The DH mentioned in Table 5 refers to the initial calculation of DH. When
selecting the associated RVR, there is no need to take account of a rounding up
to the nearest ten feet, which may be done for operational purposes, e.g.
conversion to DA.


Page 17





QUESTIONS DESTINATION AERODROME

A requirement to be satisfied before descending below DA/DH on an
instrument approach is to have at least one of the required visual
references in sight. One of these visual references is the visual glide
slope indicator (PAPI or VASI). On reaching DA/DH you see the VASI.
Will this VASI give you accurate glide path information until touchdown?

No.

A Visual Approach Slope Indicator (VASI) is only accurate to 200 feet. A
Precision Approach Path Indicator (PAPI) is accurate until touchdown.


What is the difference between MDA and DA?

Minimum Descent Altitude (MDA) is a specified altitude in a non-precision
approach below which descent may not be continued without the required
visual reference. Depending on the rate-of-descent of the aircraft and
groundspeed of the aircraft on the approach, the point where the aircraft
reaches MDA will vary.












The red line depicts the ideal descent profile as the aircraft reaches MDA at
the Visual Descent Point (VDP). If the required visual references are satisfied
the aircraft can continue on this profile until touchdown.

The black line depicts an aircraft that has descended fast or has encountered
strong headwinds. The aircraft will have to level off at the MDA until the
required visual references have been satisfied.




Page 18
Mapt
VDP
pd
MDA
A
Sea Level



The blue line depicts an aircraft that has descended slow or has encountered
strong tailwinds. If the required visual references are satisfied on reaching
MDA, the aircraft will not be able to do a straight-in landing off the approach
as it will be too high.

In all the above cases, if the required visual references are not satisfied, the
aircraft will commence the go-around at or before missed approach point.

Decision altitude is a specified altitude in the precision approach at which a
missed approach is initiated if the required visual references are not satisfied.









If the ILS is flown accurately, the aircraft will always reach the DA at the same
point.

Due to the fact that the decision to land or go-around is made at the DA, the
aircraft may descend through this altitude as the go-around is initiated.


THE ALTERNATE AERODROME

The last part of our planning phase is to consider our options if we are unable
to land at our destination. It is not only the weather that could prevent us from
landing at our destination, but unserviceable facilities, blocked runways or
aircraft systems failures.





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DA
Glide slope intercept point
Sea Level





For this reason we need to select a destination alternate aerodrome(s). The
weather at our selected destination alternate aerodrome(s) must have a
safety factor built into it to ensure that if the weather were to deteriorate, our
chances of landing at the destination alternate aerodrome would still be good.

CATS 91.07.8, supplies a table to be used to determine the weather required
at our destination alternate aerodrome(s)


CAR 91.07.8 Planning minima for IFR flights


(4) The owner or operator of an aircraft shall only select the destination
aerodrome or destination alternate aerodrome when the appropriate weather
reports or forecasts, or any combination thereof, indicate that, during a period
commencing one hour before and ending one hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at, or above, the
applicable planning minima as follows:

(a) Planning minima for a destination aerodrome-

(i) RVR or visibility specified in accordance with Regulation
91.07.5; and
(ii) for non-precision approach or a circling approach, the
ceiling at, or above, MDA/MDH; and

(b) Planning minima for a destination alternate aerodrome shall be as
prescribed in Document SA-CATS-OPS 91.

(5) The owner or operator of an aircraft shall not select an aerodrome as an en-
route alternate aerodrome unless the appropriate weather reports or forecasts,
or any combination thereof, indicate that, during a period commencing one
hour before and ending one hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the planning minima as
prescribed in Document SA-CATS-OPS 91.

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CATS 91.07.8 Planning minima for IFR flights
(1) Planning minima for destination alternate aerodromes
(1) An owner or operator may only select the destination aerodrome and / or
destination alternate aerodrome when the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:

(b) Planning minima for the destination alternate aerodrome must be in
Accordance with Table 1.

Table 1: Planning minima En route and destination alternates

Type of approach Planning minima
Cat II and III Cat I minima with RVR in accordance with TS 121.07.7
Cat I Non-precision minima and ceiling must be above MDH
Non-precision Non-precision minima plus 200 ft added to MDH and
1 000 m added to RVR / Visibility. Ceiling must be
above the MDH + 200 ft.
Circling Circling

2. Planning minima for en route alternate aerodromes (Non- ETOPS Flights)

An owner or operator may not select an aerodrome as an en route alternate
aerodrome unless the appropriate weather reports or forecasts, or any
combination thereof, indicate that, during a period commencing 1 hour before
and ending 1 hour after the expected time of arrival at the aerodrome, the
weather conditions will be at or above the planning minima prescribed in
Table 1 above.

CAR 91.07.7 Pre-flight selection of aerodromes

(1) The owner or operator of an aircraft shall select destination or alternate
aerodromes in accordance with Regulation 91.07.5 and Part 121, Part 127 or
Part 135, as the case may be, when planning a flight.

(2) The owner or operator shall select a departure, destination or alternate
aerodrome only when the serviceability status of the aerodrome permits safe
operation of the type of aircraft concerned.
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(6) The owner or operator of an aeroplane shall select at least one destination
alternate aerodrome for each IFR flight, unless-

(a) two suitable non-intersecting runways are available at the destination
aerodrome; and
(b) the meteorological conditions prevailing are such that, for the periods from
one hour before until one hour after the expected time of arrival at the
destination aerodrome, the approach from the minimum sector safe altitude
and landing can be made in VMC; or
(c) the destination aerodrome is isolated and no adequate destination alternate
aerodrome exists.

(7) The owner or operator shall select two destination alternate aerodromes when-

(a) the appropriate weather reports or forecasts for the destination aerodrome,
or any combination thereof, indicate that during a period commencing one
hour before and ending one hour after the estimated time of arrival, the
weather conditions will be below the applicable planning minima; or
(b) no meteorological information can be obtained.


(8) The owner or operator shall specify the destination alternate aerodrome in the
air traffic service flight plan referred to in Regulation 91.03.3.

(10) When planning a flight, the owner or operator shall only select an aerodrome
as a destination or alternate aerodrome, if the appropriate weather reports or
forecasts, or a combination thereof, are at or above the applicable planning
minima for a period of one hour before to one hour after the estimated time of
arrival of the aircraft at the aerodrome.












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QUESTIONS DESTINATION ALTERNATE AERODROMES


If you are unable to obtain the weather at your destination, or the
weather at your destination is below minima, may you still depart?


Yes, provided that you have two destination alternate aerodromes.

As per CAR 91.07.7, the owner or operator shall select two destination
alternate aerodromes when the appropriate weather reports or forecasts for
the destination aerodrome, or any combination thereof, indicate that during a
period commencing one hour before and ending one hour after the estimated
time of arrival, the weather conditions will be below the applicable planning
minima; or no meteorological information can be obtained.

The weather must be above alternate weather minima at both these alternate
aerodromes.


When is a destination alternate aerodrome not required?


As per CAR 91.07.7, a destination alternate aerodrome is not required for
each IFR flight if two suitable non-intersecting runways are available at the
destination aerodrome and the meteorological conditions prevailing are such
that, for the periods from one hour before until one hour after the expected
time of arrival at the destination aerodrome, the approach from the minimum
sector safe altitude and l anding can be made in VMC; or the destination
aerodrome is isolated and no adequate destination alternate aerodrome
exists.








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If you require two destination alternate aerodromes, do you require
sufficient fuel to fly to the first alternate aerodrome and then to the
second alternate aerodrome?


No.

You only have to carry sufficient fuel to fly to the most fuel critical destination
alternate aerodrome. Before you commence the approach at your destination
aerodrome you must obtain an update of the weather at your two destination
alternate aerodromes and confirm the serviceability of these aerodromes and
then decide which aerodrome you are going to nominate as you destination
alternate aerodrome.



THE APPROACH BAN

The approach ban stipulates that the pilot-i n-command of an aircraft may
commence an instrument approach regardless of the reported RVR / Visibility
but the approach shall not be continued beyond the outer marker, or
equivalent position, if the reported RVR / Visibility is less than the applicable
minima.

One of the reasons for enforcing an approach ban is so that departing traffic is
not delayed while an aircraft attempts an approach with very little chance of
success.













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ENR 1.8.2.6 Commencement and continuation of an approach.

The pilot- in-command may commence an instrument approach regardless of the
reported RVR / Visibility but the approach shall not be continued beyond the outer
marker, or equivalent position, if the reported RVR / Visibility is less than the
applicable minima (See CAR 91.07.25(1)).
(a) Where RVR is not available, RVR values may be derived by converting the
reported visibility in accordance with table 9 below (conversion of visibility to
RVR).
(b) If, after passing the outer marker or equivalent position in accordance with (a)
above, the reported RVR / Visibility falls below the required minima, the pilot
in command may continue the approach to DA/H or MDA/H.
(c) Where no outer marker or equivalent position exist, the pilot in command shall
decide whether to continue or abandon the approach before descending below
1 000 feet above the aerodrome on the final approach segment.
(d) The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.

No aircraft shall descend below the state published OCA/H unless the required visual
reference has been established.



QUESTIONS THE APPROACH BAN


If the ATIS states that the RVR at your destination aerodrome is below
that required for the landing, may you still attempt the approach?

Yes.

As per ENR 1.8.2.6, you may commence the approach but you may not
continue beyond the outer marker or descend below 1000 feet, as the case
may be, if the RVR is still below that required for landing.

Although you may try the approach, this is bad airmanship as you are wasting
valuable fuel that you could rather use at your alternate aerodrome and you
will hold up departing traffic while you attempt this approach.

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After crossing the outer marker or equivalent point, ATC informs you
that the RVR has reduced below that required for landing. May you
continue the approach and land?
As per ENR 1.8.2.6, you may continue the approach, but you may only land if
the required visual reference is established at or before DA/MDA.



TOOLS TO ASSIST THE PILOTS


As flying in poor weather conditions is stressful and demanding, the more
tools the pilot has at his disposal, the safer the operation.


The monitored approach

The concept of the monitored approach is to let the co-pilot fly the approach,
preferably with the help of an autopilot, while the captain monitors the flying.
As the aircraft approaches the DA, the captain looks outside the aircraft to
allow his / her eyes to focus long distance to improve the chances of obtaining
the required visual clues, while the co-pilot keeps his / her eyes on the
aircrafts instrumentation to maintain the correct flight profile. When reaching
the DA the co-pilot will call-out DECIDE. If the captain has the required
visual clues in sight, he / she will respond with LANDING and take control of
the aircraft and land. If the captain does not have the required visual clues or
elects to go-around, he will respond with GO-AROUND. The co-pilot will
initiate the go-around and the captain will then assist as necessary.

The same principle can be used for a non-precision approach.










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The approach preparations


CHECK THE FOLLOWING

Weather at destination
Is the weather above landing minima

Weather at alternate
Is the weather above alternate landing minima

Crew qualifications
Have the crew done two approaches in the last three months

Aircraft serviceability status
Is the instrumentation serviceable. See MEL if required

Airfield serviceability status
Are all the facilities and navigational aids serviceable


REVIEW INSTRUMENT APPROACH BRIEFING

Safety altitudes for the descent
Pattern entry, instrument approach, go-around and missed approach
Failures on final approach and go-around
Standard call-outs
Nominate alternate airfield
Minimum fuel required for diversion and alternate course of action


DISCUSS THE FOLLOWING

Auto pilot annunciations
Approach lighting system
Use of anti-ice / de-ice, wipers, landing lights and autobrakes
Handover point / Monitored approach


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APPROACH PREPARATIONS

Review wind / general limitations
Inform Air Traffic Control of approach intentions
Review the approach ban
Review the use of the auto pilot
Review the taxi planning after landing
Seat position


APPROACH CALL-OUTS

500 feet in the slot----------------------------- Captain
My calls------------------------------------------- Co-pilot
100 feet to minima----------------------------- Co-pilot
Decide---------------------------------------------Co-pilot
Landing or Go-around-------------------------Captain























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