Office of The Director General of Civil Aviation

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: 28TH OCTOBER 2022
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
CIVIL 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
Vso multiplied by 1.3 or stall speed Vs1g multiplied by 1.23 (whichever is higher) in the landing
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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
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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.
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Head-up display (HUD). A display system that presents flight information into thepilot’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 accreditedobserver

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
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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
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(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.
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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
frangibly 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 trackfollowed
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 directionof 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
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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 todesignate

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 inrange
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 routineand 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.
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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 visibilityto 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
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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 qualificationsof

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,
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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/Visibilityfalls 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 thereported
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 may be
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.
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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 is used:
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 andrunway lighting 1·5 2·0
Any type of lighting installation 1·0 1·5
other than above
No lighting 1·0 Not applicable
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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 RVRunless
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 lowvisibility 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
14
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 (combined) 3:00 3:00 1:00
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 (combined) 3:00 2:00 1:00
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 thefollowing
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) PIC experience on type 500 hrs (for pilots with no previous CAT II/III
authorization), 400 hrs (for pilots with previous CAT II/III authorization as co-pilot on
same type or as PIC on different design type), 100 hrs (for pilots with previous CAT
II/III authorization as PIC on similar designtype).
(c) Night Flying on type 100 hrs.
7.2.3 Flying Experience for Co-Pilot
(a) Total flying experience 500 hrs
(b) On type experience as released Co-pilot 300 hrs (for pilots with no previous
Cat II/III authorization), 100 hrs (for pilots with previous CAT II/III authorization on similar
design type).
15
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 undergoa 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
16
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 aircraftand 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 PICupgrade/co-
pilot type training conversion course.
Note 2: Incapacitation procedures shall be practised
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
17
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 dutiesfor 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 includea 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-offseach flight
crew member:
(a) Completes the training and checking requirements for LVTO prescribedin
this CAR as appropriate to the operator’s approval; and
(b) Is qualified in accordance with this CAR
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(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.
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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.
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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.
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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 defence 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 asbelow;
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 DHnot lower than 250 ft
and an RVR/CMV not lower than 750 m unless acceptedby DGCA.
11.3.3 An APV operation is an instrument approach which utilizes lateral and vertical
22
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 beused
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 oneof 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;
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(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 ormore) 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.
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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 critera 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 inparagraph Table 4 but not to result in a value
11.3.8(b), or exceeding 5000 m.
With a DH or MDH1200 ft
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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 standbytransmitter No effect
Outer marker No effect if APV - Not applicable
replaced by NPA with FAF: No effect unlessused 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 linelights No effect if F/D or auto No effect
land;otherwise RVR 750m
Centre line No effect
lights spacingincreased
to30m
Touchdown zone lights No effect if F/D or auto No effect
land;otherwise RVR 750 m
Taxiway lighting No effect
system
26
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 notpermitted; 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, whenvisibility 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 centreline, 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
27
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 centre 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 andlanding 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 isnot 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 beused without the
(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.
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
28
segment of at least 3 consecutive lights being the centre line of the approach lights, or
touchdown zone lights, or runway centre line lights, or runway edge lights, or a combination
of these is attained and can be maintained. This visual reference must include a lateral
element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or
a barrette of the touchdown zone lighting.
11.4.4 Required RVR.
The lowest minima to be used by an operator for Category II operations is
300 m for a DH of 100 ft. If it is necessary to increase DH due to, for example, facility
limitations or an increased OCH, then a corresponding increase in minimum RVR will be
required as shown in Table 7.
Table 7: RVR for Category II operations minima
Decision Height Category II operations minima (RVR) coupled to below

DH1
RVR/ aeroplane CategoryA, RVR/ aeroplane CategoryD
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
29
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
(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.
(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 centreline of the approach lights, or touchdown zone lights,
or runway centreline 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 usinga 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 centreline 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
30
decision height and aeroplane systems as shown in Table 8 below:
Table 8: RVR for Category III operations minima
Decision Height Roll-out control/guidancesystem 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 CategoryD 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 facilityconfiguration 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 plusan 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 plusan 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
31
maximum approved crosswind value.
Note 3 – When dispatching under the provisions of MEL, those MEL limitiations 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 landingoperations 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
32
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.
33
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 Centre linemarkings 3 400 m
Runway edge lights and Runway Centre line markings 3 300 m
Runway edge lights and Runway Centre line lights 200 m
Runway edge lights and Runway Centre line 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 orless), 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 lightsand 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 RVRshall 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.
(Arun Kumar)
Director General of Civil Aviation
34
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 surfacesdue 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 forthe 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 releasedto 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.
35
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 onlanding 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.
36
(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) Minimum total cockpit experience level of the crew as PIC and Co-Pilot should not
be less than 500 hours on type.
(ii) No supervised take-offs and landings in actual adverse weather conditions.
(iii) Approach briefing prior to Top of Descent shall include wet/contaminated Actual
Landing Distance calculation. Scheduled Operators shall prepare a quick analysis
table for use during normal operations for wet/contaminated ALD and 1.15*ALD in
view of the high cockpit work-load environment. For aeroplanes where the ALD is
factored by at least 15% to derive an Operational Landing Distance, this figure may
be used.
(iv) ILS approaches are to be preferred to non-precision approaches. In case of non-

precision approaches, emphasis must be given on CDFA.
(v) Greater emphasis on stabilized approaches (Refer “ALAR India Training Tool Kit
Circular).
(vi) All Operators are required to follow a non-reprisal policy for Go around and Diversion,
(vii) Documentation about upset recovery technique for specific airplane must be
reviewed.
(viii) 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
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 landingonly) 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.
38
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; andaerodrome facilities.
39
Note 2: The use of minimum RVR of 75m or 50m depends on valueapproved 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
40
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 areunserviceable.
(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.
41
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.
42
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.
43
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-offangles, the heights at which various cues may be expected to become visible in
actual operations, procedures and techniques for transition from instrument to visual
44
reference, including the geometry of eye-height, wheel height, antenna position and
pitch attitude withreference 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;
45
(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/H or 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 beaddressed 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
46
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
duringthe 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
abnormalaeroplane 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;
47
(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
crew members 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
48
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 at low 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
49
(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
50
flight crew member when conducting Category II or III operations;
b) Endorsed pilot logbook, which for verification purposes should be available on

board theaircraft either in original form or via copies of the relevant endorsements
if the pilot logbook isnot carried on board.
c) Proficiency check report with the relevant endorsement in original or copy.
51

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GOVERNMENT OF INDIA

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

CIVIL AVIATION REQUIREMENT

Subject: All Weather Operations (AWO)

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

b) landing in 2 D instrument approach operations, expressed in terms of visibility

c) landing in 3D instrument approach operations, expressed in terms of visibility and/or

Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes

Take-off alternate. An alternate aerodrome at which an aircraft would be able to land

En-route alternate. An alternate aerodrome at which an aircraft would be able to land

Destination alternate. An alternate aerodrome at which an aircraft would be able to land

configuration at maximum certificated landing mass.

Category A — less than 169 km/h (91 kt) IAS

Circling approach. An extension of an instrument approach procedure which provides for

Commercial air transport operation. An aircraft operation involving the transport of

Contaminated runway. A runway is contaminated when a significant portion of the runway

Continuous Descent Final Approach (CDFA). A technique, consistent with stabilized

Converted Meteorological Visibility (CMV). A value equivalent to an RVR which is derived

Decision altitude (DA) or decision height (DH). A specified altitude or height in a 3D

reference is that specified for the particular procedure and operation.

Equivalent position. A position that can be established by means of a DME distance, a

Fail-operational automatic landing system. An automatic landing system is fail-

Fail-operational hybrid landing system. A system which consists of two or more

Note.— A fail-operational hybrid landing system may consist of a fail-passive automatic

b) At the point of interception of the last track specified in the approachprocedure;

1) A landing can be made; or

2) A missed approach procedure is initiated.

Final approach segment (FAS). That segment of an instrument approach

Ground-based augmentation system (GBAS). An augmentation system in which the

Ground visibility. The visibility at an aerodrome as reported by an accreditedobserver

Instrument approach operations. An approach and landing using instruments for

a. a two-dimensional (2D) instrument approach operation, using lateral navigation

b. a three-dimensional (3D) instrument approach operation, using both lateral and

a) a ground-based radio navigation aid; or

b) Computer-generated navigation data from ground-based, space-based, self-

Instrument approach operations shall be classified based on the designed lowest

a) Type A: a minimum descent height or decision height at or above 75 m (250 ft);

b) Type B: a decision height below 75 m (250 ft). Type B instrument approach

Note 3.— Guidance on approach classification as it relates to instrument approach

Instrument approach procedure (IAP) - A series of predetermined manoeuvres by

Non-precision approach (NPA) procedure. An instrument approach procedure designed

Note.— Non-precision approach procedures may be flown using a continuous descent

Approach procedure with vertical guidance (APV). A performance-based navigation

(PBN) instrument approach procedure designed for 3D instrument approach operations

Precision approach (PA) procedure. An instrument approach procedure based on

Instrument meteorological conditions (IMC). Meteorological conditions expressed in

Minimum descent altitude (MDA) or minimum descent height (MDH). A specified

Missed approach point (MAPt). That point in an instrument approach procedure at or

Missed approach procedure. The procedure to be followed if the approach cannot be

Performance-based navigation (PBN). Area navigation based on performance

Note.— Performance requirements are expressed in navigation specifications (RNAV

Required Navigation Performance (RNP). A statement of the navigation performance

Runway holding position. A designated position intended to protect a runway, an obstacle

Note. — In radiotelephony phraseologies, the expression “holding point” is used todesignate

Stabilised Approach. (SAp). An approach which is flown in a controlled and appropriate

Vertical Navigation (VNAV). A method of navigation which permits aircraft operation on

Visibility. Visibility for aeronautical purposes is the greater of:

Visual flight rules (VFR). Regulatory provisions for visual flight.