civil aviation requirements approaches

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 Dated 13th June 2011 EFFECTIVE: FORTHWITH

F. No. 22014/1/2011-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: All Operators

This Civil Aviation Requirement (CAR) lays down Aerodrome operating Minima for Scheduled, Non-scheduled and General Aviation operators (Aeroplane and Helicopters) and the procedure for obtaining approval of Aerodrome Operating Minima. The procedures of approval outlined in this document are not applicable to ILS Cat-II and Cat-III Operations. This CAR is issued under the provisions of Schedule II and Rule 133A of the Aircraft Rules, 1937 and lays down the requirements by the operator & individuals for operation in all weather. 3. TERMINOLOGY

Aerodrome operating minima. The limits of usability of an aerodrome for:

a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions;

b) landing in precision approach and landing operations, expressed in terms of

visibility and/or runway visual range and decision altitude/height (DA/H) as appropriate to the category of the operation;

Rev. 1, 17th August 2011 1

CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES ‘C’ PART I 13TH JUNE 2011 c) landing in approach and landing operations with vertical guidance, expressed

in terms of visibility and/or runway visual range and decision altitude/height (DA/H); and

d) landing in non-precision approach and landing operations, expressed in terms

of visibility and/or runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions.

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. Alternate aerodromes include the following:

Take-off alternate. An alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure.

En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en-route.

Destination alternate. An alternate aerodrome to which an aircraft may proceed should it become 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. Point on an approach segment 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.

Approach ban: An approach to land shall not be commenced by arriving aircraft when weather conditions are reported to be below landing minima. This policy is intended to facilitate the regularity of instrument approach operations, to prevent a landing/go-around decision at a low altitude, and to minimize unnecessary instrument approach operations where a successful landing would be highly unlikely. This approach ban limits aircraft from proceeding beyond the Outer marker or equivalent position, or 1000 ft above the aerodrome elevation in case no outer marker or equivalent position exists unless weather is reported at or above specified


CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES ‘C’ PART I 13TH JUNE 2011

minima. If weather deteriorates after an aircraft has passed the approach ban point, the aircraft already on approach may continue to DA (H) or MDA (H). 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. Automatic flight control system (AFCS) with coupled approach mode. Airborne system which provides automatic control of the flight path of the aeroplane during approach.

Automatic landing system. The airborne system which provides automatic control of the aeroplane during the approach and landing.

Categories of aeroplanes. The following five categories of typical aeroplanes have been established based on 1.3 times the stall speed in the landing configuration at maximum certificated landing mass.

Category A — 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 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.

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 manoeuvre should begin for the type of aircraft flown. This is also referred to as CANPA (Constant Angle Non-Precision Approach)

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 the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach has not been established.



Note 1. — Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation.

Note 2. — The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation.

Note 3. — For convenience where both expressions are used they may be written in the form “decision altitude/height” and abbreviated “DA/H”.

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-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 approach

procedure; 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. Flight visibility. The visibility forward from the cockpit of an aircraft in flight.

Ground visibility. The visibility at an aerodrome as reported by an accredited observer or by automatic systems.

ILS critical area. An area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space.

ILS sensitive area. An area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected to provide protection against interference caused by large moving objects outside the critical area but still normally within the airfield boundary.



Instrument Approach and Landing Operations. Instrument approach and landing operations are classified as follows:

Non-precision approach and landing operations. An instrument approach and landing which utilizes lateral guidance but does not utilize vertical guidance.

Approach and landing operations with vertical guidance. An instrument approach and landing which utilizes lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations.

Precision approach and landing operations. An instrument approach and landing using precision lateral and vertical guidance with minima as determined by the category of operation.

Note. — Lateral and vertical guidance refers to the guidance provided either by:

a) A ground-based navigation aid; or

b) Computer generated navigation data.

Categories of precision approach and landing operations:

Category I (CAT I) operation. A precision instrument approach and landing with:

a) A decision height not lower than 60 m (200 ft); and b) With either a visibility not less than 800 m or a runway visual range not

less than 550 m. Category II (CAT II) operation. A precision instrument approach and landing

with: a) A decision height lower than 60 m (200 ft), but not lower than 30 m (100

ft); and b) A runway visual range not less than 300 m. Category IIIA (CAT IIIA) operation. A precision instrument approach and

landing with: a) A decision height lower than 30 m (100 ft), but not lower than 15 m (50 ft);

and b) A runway visual range not less than 175 m. Category IIIB (CAT IIIB) operation. A precision instrument approach and

landing with: a) A decision height lower than 15 m (50 ft), or no decision height; and b) A runway visual range less than 175 m but not less than 50 m.



Category IIIC (CAT IIIC) operation. A precision instrument approach and

landing with no decision height and no runway visual range limitations.

Note.— Where decision height (DH) and runway visual range (RVR) fall into different categories of operation, the instrument approach and landing 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 IIIA but with an RVR in the range of CAT IIIB would be considered a CAT IIIB 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).

Instrument approach procedure. 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 which utilizes lateral guidance but does not utilize vertical guidance.

Approach procedure with vertical guidance (APV). An instrument approach procedure which utilizes lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations.

Precision approach (PA) procedure. An instrument approach procedure using precision lateral and vertical guidance with minima as determined by the category of operation.

Note. — Lateral and vertical guidance refers to the guidance provided either by:

a) A ground-based navigation aid; or b) computer-generated navigation data.

Instrument flight rules (IFR). Regulatory provisions for instrument flight.

Instrument meteorological conditions (IMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, less than the minima specified for visual meteorological conditions.

Note - * as defined in ICAO Annex 2 Rules of the Air



Low visibility procedures (LVP). Specific procedures applied at an aerodrome for the purpose of ensuring safe operations during Categories II and III approaches and/or low visibility take-offs.

Low visibility take-off (LVTO). A term used in relation to flight operations referring to a take-off on a runway where the RVR is less than 400 m.

Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference.

Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the aerodrome elevation or to 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.

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 approaches 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 track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track.

Note 1. — Procedure turns are designated “left” or “right” according to the direction of the initial turn.

Note 2. — Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual instrument approach procedure.

Required Navigation Performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace

Note. — Navigation performance and requirements are defined for a particular RNP type and/or application.

Runway holding position. A designated position intended to protect a runway, an obstacle limitation surface, or an ILS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorised by the aerodrome control tower.

Note. — In radiotelephony phraseologies, the expression “holding point” is used to designate the runway-holding position.

Runway visual range (RVR). The range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centreline.



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.

Straight-in Approach. An approach with the final approach track aligned within 15 degrees for Category ‘C’ and ‘D’ aircraft and within 30 degrees for Category ‘A’ and ‘B’ aircraft of the extended centerline of the runway of intended runway. Surveillance radar. Radar equipment used to determine the position of an aircraft in

range and azimuth.

Touchdown zone (TDZ). The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway.

Vertical Navigation (VNAV). A method of navigation which permits aircraft operation on a vertical flight profile using altimetry sources, external flight path references, or a combination of these.

Visibility. Visibility for aeronautical purposes is the greater of:

a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background;

b) The greatest distance at which lights in the vicinity of 1 000 candelas can be seen and identified against an unlit background.

Note 1. — The two distances have different values in air of a given extinction coefficient, and the latter b) varies with the background illumination. The former a) is represented by the meteorological optical range (MOR).

Note 2. — The definition applies to the observations of visibility in local routine and special reports, to the observations of prevailing and minimum visibility reported in METAR and SPECI and to the observations of ground visibility.

Visual approach. An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed by visual reference to terrain.

Visual Reference. . A pilot may not continue an approach below DA(H) or MDA(H) unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(a) elements of the approach light system;

(b) the threshold;

(c) the threshold markings;



(d) the threshold lights;

(e) the threshold identification lights;

(f) the visual glide slope indicator;

(g) the touchdown zone or touchdown zone markings;

(h) the touchdown zone lights; or

(j) runway edge lights;

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

Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, equal to or better than specified minima.

Note - * as defined in ICAO Annex 2 Rules of the Air



4. AERODROME OPERATING MINIMA (AOM) - GENERAL

To enable the Scheduled, Non-scheduled and General Aviation Operators of aeroplane and helicopters to operate safely at an Aerodrome under limiting weather conditions, Aerodrome Operating Minima are promulgated. There are two sets of Aerodrome Operating Minima for Indian Airports; Normal Aerodrome Operating Minima and Restricted Aerodrome Operating Minima. Approval of AOM requires the following considerations:

a) Aeroplane, its Equipment and Airport Facilities

i) The aeroplane and its equipment for such use should be indicated by appropriate entries in the Flight Manual, Operations Manual or a similar document. Any limitations or procedures necessary for the safe use of the system must be identified.

ii) The minimum airborne equipment which must be available before an approach in limited visibility conditions may be planned and carried out.

iii) The equipment operating procedures such as use of the automatic flight control and automatic landing systems, if installed, and use of the flight instrument system, operating sequences etc..

iv) Detailed performance data which may differ from or be additional to normal, such as loss of height during missed approach procedure etc.

v) Any other factors affecting the use of the aeroplane in limited visibility conditions, such as the procedures to be followed when the aeroplane’s climb performance after take-off or during a missed approach is reduced with an engine inoperative.

vi) Facilities and Procedures approved at each aerodrome are promulgated through the Aeronautical Information Services.

b) Flight Crew and Air Operator Qualification

i) The Pilot-in-Command and Co-pilot must hold an instrument rating. All flight

crew members should be qualified and trained for take-off, non-precision



and Cat-I approaches, as described in ICAO All Weather Operations Manual DOC 9365-AN/910 Para 4.3 and Para 5.7 (for CAT II/III).

ii) Appropriate flight crew members should have completed all necessary proficiency checks including demonstration of proficiency using the applicable instrument approach limits.

iii) The Operations Manual instructions are appropriate to the operation and reflect the mandatory procedures and/or limitations contained in the Flight Manual.

iv) The air operator must have gained sufficient experience with the system in operational service in weather minima higher than those proposed.

v) The Pilot-in-Command should have gained experience of 100 hours in the relevant aeroplane type with restricted (higher) take off or landing minima as given below before being certified to use the lower approved take off or landing minima:

DA (H) or MDA (H) + 100 ft. Approved VIS/RVR + 400 m.

c) Stabilized Approaches.

All approaches shall be flown as stabilised approaches (SAp) unless otherwise approved by DGCA for a particular approach to a particular runway.

d) 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.

e) 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 for takeoff, for calculating any other required RVR minimum less than 800 m, for visual/circling approaches, or when reported RVR is available.

When converting meteorological visibility to RVR in all other circumstances than those in sub-paragraph above, an operator should ensure that Table 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 operation

RVR = Reported Meteorological. Visibility x

Day Night

HI approach and runway lighting

1·5 2·0

Any type of lighting installation other than above

1·0 1·5

No lighting 1·0 Not applicable

5. LOW VISIBILITY OPERATIONS - GENERAL

(a) An operator shall not conduct Category II or III operations unless:

i) Each aeroplane concerned is certificated for operations with decision heights below 200 ft, or no decision height, and equipped for Category II or III operations.

ii) The operations are approved in accordance with CAR Section 2 Series O Part XIV Airworthiness and Maintenance Requirements for CAT II/III



Operations, CAR Section 8 Series B Part I Operator Authorization for ILS CAT II/III/A/B Operations and CAR Section 7 Series X Part I Pilot Authorization for CAT II/III Operations

iii) 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;

iv) The flight crew consists of at least two pilots; and

v) Decision height is determined by means of a radio altimeter.

(b) An operator shall not conduct low visibility take-offs in less than 400 m RVR unless approved by DGCA.

6. LOW VISIBILITY OPERATIONS — AERODROME CONSIDERATIONS

(a) An operator shall not use an aerodrome for Category II or III operations unless the aerodrome is approved for such operations.

(b) 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

An operator shall ensure that low visibility training and checking is conducted in accordance with a detailed syllabus approved by DGCA and included in the Operations Manual. The flight crew qualification is specific to the operation and aircraft type. Specifically;

(a) An operator shall ensure that, prior to conducting Category II and III operations each flight crew member:

i) Completes the training and checking requirements for CAT II/III prescribed in CAR Section 7 Series X Part I Pilot Authorization for CAT II/III Operations in operating to the limiting values of RVR and Decision Height appropriate to the operator’s approval; and

ii) Is qualified in accordance with the above mentioned CAR



(b) An operator shall ensure that, prior to conducting Low Visibility Take-offs each flight crew member:

i) Completes the training and checking requirements for LVTO prescribed in this CAR as appropriate to the operator’s approval; and

ii) Is qualified in accordance with this CAR

Note – Guidance on curriculum for Low Visibility and ILS CAT I/II/III training may be seen at Annexure 4 to this CAR.

8. LOW VISIBILITY OPERATIONS — OPERATING PROCEDURES

(a) 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 or a Sub-Part and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, roll-out and missed approach as appropriate.

(b) The PIC shall satisfy himself/herself that:

i) The status of the visual and non-visual facilities is sufficient prior to commencing a low visibility take-off, Category II or III approach;

ii) 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

iii) 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

9. LOW VISIBILITY OPERATIONS – MINIMUM EQUIPMENT (AIRCRAFT)

(a) An operator must include in the Operations Manual or Sub-Part, 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.

(b) The commander shall satisfy himself/herself that the status of the aeroplane and of the relevant airborne systems is appropriate for the specific operation to be conducted.

10. VFR OPERATING MINIMA

An operator shall ensure that VFR flights are conducted in accordance with the Visual Flight Rules. Special VFR (SVFR) flights are not permitted for commercial air transport aircraft.

11. AERODROME OPERATING MINIMA - LANDING Normal Aerodrome Operating Minima

Normal AOM are calculated based on the present information available regarding airport facilities and OCAs. The Airports Authority of India and Scheduled Airlines should keep updating these minima for the new facilities and the latest OCAs. These minima should be calculated as per ICAO All Weather Operations Manual (latest edition of DOC 9365 AN/910). Guidelines for calculation of these minima are given at Appendix 1, with amplification of the procedure to be adopted in cases where DH value is more than 300 feet for Precision Approach Procedures.

Normal Aerodrome Operating Minima a contained in Annexure 1 are for Scheduled Indian Operators and International Airlines operating at Indian Airports.

Scheduled Operators who have well established capabilities to calculate the Aerodrome Operating Minima will be given approval, on application for the method of calculation of the Aerodrome Operating Minima as per the Manual of All Weather Operations DOC 9365/AN/910. Foreign Scheduled Air Operators are to be authorized by the State of the Operator for the use of the Aerodrome Operating Minima in accordance with requirements. In no case may they operate at Indian Aerodromes at less than the Normal Aerodrome Operating Minima.

Restricted Aerodrome Operating Minima. Restricted AOM are calculated as per the procedure for calculation of “Restricted Aerodrome Operating Minima” given in Appendix 2. The minima are for use of all Non-Scheduled and General Aviation Operators including operators who have not applied to DGCA and received approval for lower Minima than the Restricted Aerodrome Operating Minima. However, Non-Scheduled and General Aviation Operators regularly flying may apply to DGCA for approval of normal AOM subject to the following conditions:

i) The PIC and Co-pilot shall have minimum 500 hours experience on

type.



ii) The PIC and Co-pilot shall have minimum 10 hours experience on type in the preceding 90 days.

iii) The operator shall provide adequate training including simulator training to its pilots to make them familiar with the operation under reduced visibility conditions and other associated hazards.

iv) 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.

.

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

An operator shall not use a visibility/RVR lower than the associated non-precision approach minima for that runway for a visual approach. If visual approach is requested for a runway which has only a circling approach, the ground visibility should not be less than 5 Km.

14. AERODROME OPERATING MINIMA – TAKE OFF General

Take-off minima established by the operator must be expressed as visibility or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and the aeroplane characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions (e.g. ceiling) must be specified.

The commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. The take-off alternate aerodrome should have weather conditions and facilities suitable for landing the aeroplane in normal and non-normal configurations pertinent to the operation. The take-off alternate weather (actual and forecast) shall not be less than ILS CAT I minima. The take-off alternate aerodrome should be located within the following distance from the aerodrome of departure:

a) Aeroplanes with two engines: not more than a distance equivalent to one hour flight time at the single engine cruise speed;

b) Aeroplanes with three or more engines: not more than a distance equivalent to two hours flight time at the one engine inoperative cruise speed



Visual reference.

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

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 1 500 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:

a) Flight characteristics and cockpit instrumentation typical of multi-engine turbine aircraft;

b) Comprehensive programmes for crew qualification which address use of the specified minima;

c) Comprehensive programmes for airworthiness, with any necessary equipment operational (MEL);

d) Availability of specified facilities for the respective minima, including programmes for assurance of the necessary reliability and integrity;

e) Availability of air traffic services to ensure separation of aircraft and timely and accurate provision of weather, NOTAM, and other safety information;

f) Standard runway, airport, obstruction clearance, surrounding terrain, and other characteristics typical of major facilities serving scheduled international operations;

g) Routine low visibility weather conditions (e.g. fog, precipitation, haze, wind components, etc.) which do not require special consideration; and

h) Availability of alternate courses of action in the event of emergency situations.



Table 2: RVR/Visibility for Take-off (Commercial Transport Aeroplanes)

Take-off RVR/Visibility

Facilities RVR/VIS

Cat A, B, C & D

Adequate Visual reference

(Day only) 500m

Runway edge lights or Runway centreline markings 400m

Runway edge lights and Runway centreline markings and multiple RVR information

300m

Runway edge lights and Runway centreline lights and multiple RVR information

200m

Runway edge lights and Runway centreline lights and multiple RVR information

150m (Cat A,B and C only)

High intensity Runway edge lights and Runway centreline lights (spacing 15 m or less) and multiple RVR information

125m (Cat A,B and C)

150m (CatD)

Adequate Visual reference means, that a pilot is able to continuously identify the take-off surface and maintain directional control.

For night operations at least runway edge lights or centreline lights and runway end lights are available.

Note 1. The required RVR must be achieved for all relevant RVR reporting points (touchdown, mid and end). The governing RVR shall be the lowest of the reported RVRs Note 2. Multiple RVR information (touchdown, mid and end) is required for LVTO.



Note 3. An operator should ensure that a meteorological visibility to RVR conversion is not used for takeoff.

LVTO Authorization

Use of take-off minima less than 400m (LVTO) requires authorization by DGCA. Scheduled operators may be authorized LVTO minima of 125m. This requires that a 90m visual segment shall be available from the cockpit at the start of the take-off run. All other operators may seek authorization of LVTO minima of 200m. 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. For LVTO authorization, the following shall be required:

a) Ground Training.

This training programme outlines 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

b) Simulator Training

The pilots shall be subjected to adequate simulator training (minimum 2 hours) to cover the following and any other relevant maneuvers: i) Take-offs under simulated conditions of 125 metres for Cat A, B, C Aircraft & 150 mtrs for Cat D Aircraft. ii) Landing under simulated condition of 125 metres, for Cat A, B, C Aircraft & 150 mtrs for Cat D Aircraft, RVR or less including one engine inoperative during approach and landing as per applicable procedure e.g. Cat III/ autoland. These Simulator exercises will cover procedures for aborted take-off due to engine failure at low speed and high speed and action to be taken in case visibility reduces during the take-off run. Including for Jet aircraft, critical engine seizure at Low Speed, V1, VR, between V1 & VR and on Lift-off and also an 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. Simulator check of not less than two hours covering the above to assess the proficiency.



Pilots will be required to undergo the above minimum training once prior to approval and thereafter checked during yearly proficiency checks as per the recency requirements. On successful completion of the above training and checks, the Pilot’s proficiency to undertake LVTO Operations will be recorded in his/her log book. 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.

c) Safety Assessment by Air Operator

A safety assessment should be undertaken prior to commencement of Low Visibility Take-off operations by the air operator. The operator should demonstrate that acceptable level of safety is ensured. The perceived risk associated with a hazardous event depends upon the likelihood of occurrence of event and severity of its consequences. Both these factors may be addressed in the risk management process by initiation of adequate steps which are as follows: i) Development of complete description of Low Visibility Take-off

operation, ii) Identification of hazards, iii) Estimation of severity of the consequences of a hazard occurring, iv) Estimation of likelihood of a hazard occurring, v) Evaluation of risk, vi) Mitigation of risk, and vii) Development of safety assessment documentation for LVTO. viii) Identify after the above, airports authorized to be used for LVTO, ix) Incorporate the same into the Operations Manual under intimation to

the DGCA. The flight crew needs to be briefed with regard to the process of Low Visibility Take-off operations and the same shall be recorded.

d) Safety Assessment by Aerodrome Operator

In some conditions of limited visibility, air traffic controllers may no longer be able to see the whole movement area of the aerodrome but pilots will still have the capability to see other traffic in their vicinity and to avoid it if necessary. In worse conditions it may well be that neither the controller nor the pilot will be able to see the other traffic, and it may then become essential to have a system which effectively ensures the separation of aeroplane from aeroplane or aeroplane from vehicles. Guidance on such systems is given in the Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476 of ICAO). The first practical step towards achieving this involves a comprehensive safety assessment of the aerodrome which requires examination of all the relevant factors such as layout of the movement area and aeroplane and vehicle routings, relevant existing instructions and rules, meteorological records,



movement statistics, records of runway intrusions, existing security procedures, etc. The action arising from such an assessment will be dependent upon the characteristics of the movement area and the type of operation and will need to include consideration of the following: i) Training of ground personnel; ii) Maintenance of records by ATS of persons and vehicles on the

maneuvering area; iii) Non-essential personnel and vehicles to be withdrawn from movement

areas when limited visibility weather conditions prevail or are impending;

iv) Essential vehicles permitted to enter the movement area in limited visibility conditions to have R/T communication with ATS;

v) Patrols where necessary in areas of intensive vehicle movement where there is no traffic control point between those areas and the runway;

vi) Unguarded aerodrome entrances to be locked and inspected at frequent intervals;

vii) Procedures to warn airlines and other organizations with movement area access of the commencement of the more restricted measures; and

viii) Development of appropriate emergency procedures.

e) MEL Requirements

The following aircraft systems equipment listed as applicable/installed which are critical for LVTO Operations shall be fully serviceable;

i) Windshield wipers (where fitted) for both PIC and Co-pilot

ii) Window heat system for all heated cockpit windows

iii) Anti-skid system

iv) Thrust reversers for all engines

(E. K. Bharat Bhushan)

Director General of Civil Aviation



Appendix 1

CALCULATION OF NORMAL AERODROME OPERATING MINIMA Approach Lighting Systems

Full Facilities - Precision Approach Cat-I Lighting System with minimum length of 740 metres. - Runway threshold lights - Runway edge lights. - Runway end lights. - Runway markings. Intermediate Facilities - High Intensity Simple Approach Lighting System of minimum length 420 metres. - Runway edge lights - Runway threshold lights - Runway end lights - Runway markings. Basic Facilities - Low Intensity Simple Approach Lighting System OR No Approach Lighting System - Runway edge lights - Runway threshold lights - Runway end light - Runways markings. Precision Approach Category – I Decision Altitude/Decision Height (DA / DH) - Note OCA for the Instrument Approach Procedure as notified by AAI. - Add any margin considered necessary to OCA to determine DA. - Determine DH by subtracting threshold elevation from Decision Altitude. Visibility/ RVR Minima - Check availability of Approach Lighting System (Basic, Intermediate or Full facilities)



- Refer Table 6-5 (ICAO DOC 9365) to extract Minimum Visibility/RVR Value under the type of ALS available for DH Values between 200 feet and 250 feet. - For DH Values between 250 and 300 feet, the RVR/Visibility Value in the table should be increased by 100 metres. - In case DH Value is more than 300 feet, calculate the horizontal distance between the beginning of the runway and the point above which the Glide Slope intersects the Decision Height using the following:

(DH in feet – 50 feet) x 60 ----------------------------------- Metres GS Angle x 3.2808

This horizontal distance (rounded off to the next higher 100 metres) would be the Visibility/RVR Minima with Basic facilities ALS. Using the above method, when DH increases beyond a certain value, Visibility/RVR Minima for a Precision Approach Procedure could become more than that of Non-Precision Approach Procedure for the corresponding value of MDH. In such a case, Visibility/RVR Minima for the Non-Precision Approach Procedure with Basic Facilities ALS corresponding to the DH shall be applicable. Reduce this value by 400 metres for intermediate facilities ALS and 800 metres for full facilities ALS. This reduced value should not fall below a minimum Visibility/RVR of 1000 metres. Non-Precision Approach Minimum Descent Altitude/Minimum Descent Height (MDA/MDH) - Note OCA for the Instrument Approach Procedure as notified by AAI. - Add any margin considered necessary to OCA to determine MDA and round it off to the next higher 10 feet. - Calculate MDH by: - Subtracting the airfield elevation from MDA in case the threshold elevation not more than 7 feet below the airfield elevation OR - Subtract threshold elevation from MDA in case the threshold elevation is more than 7 feet below the airfield elevation. Visibility / RVR Minima - Check availability of Approach Lighting System (Basic, Intermediate or Full facilities)



- Refer Table 6-3 (ICA DOC 9365) in case MDH is not more than 320 feet. Note: So far there is no Instrument Approach Procedure for Non- Precision Approach which has MDH less than 320 feet in India. So, practically this table is of no use at present. - The extracted value from Table 6-3 or Table 6-2 is RVR/VIS Minima with Full facilities ALS. - In case only Intermediate facilities ALS is available, add 400 metres to the value extracted from Table 6-2 or Table 6-3. - In case only Basic facilities ALS is available, add 800 metres to the value extracted from Table 6-2 or Table 6-3.



Appendix 2

PROCEDURE FOR CALCULATION OF RESTRICTED AERODROME OPERATING MINIMA

Approach Lighting Systems

Full Facilities - Precision Approach Cat-I Lighting System with minimum length of 740 metres. - Runway threshold lights - Runway edge lights. - Runway end lights. - Runway markings. Intermediate Facilities - High Intensity Simple Approach Lighting System of minimum length 420 metres. - Runway edge lights - Runway threshold lights - Runway end lights - Runway markings. Basic Facilities - Low Intensity Simple Approach Lighting System OR No Approach Lighting System - Runway edge lights - Runway threshold lights - Runway end light - Runways markings. Precision Approach Cat-I – Aircraft Category ‘A’ and ‘B’ Calculation of Decision Altitude/Decision Height (DA/DH) - Note OCA for the Instrument Approach Procedure - Add 100 ft to OCA to determine restricted DA. - Determine Restricted DH by subtracting threshold elevation from Restricted Decision Altitude. Calculation of VIS/RVR Minima - Determine whether Basic, Intermediate or Full facilities ALS is available



- For DH Value between 250 feet and 300 feet, the Visibility/RVR value given in Table 6.5 (ICAO DOC 9365) should be increased by 100 metres.

- For DH Value more than 300 feet calculate the horizontal distance between the

beginning of the runway and the point above which the Glide Slope Intersects the Decision Height using the following formula:

(Restricted DH in ft – 50 ft) x 60

-------------------------------------------- metres GS Angle x 3.2808

This horizontal distance would be the Restricted Visibility Minima with Basic facilities ALS. Using the above method, when DH increases beyond a certain value, visibility/RVR Minima for a Precision Approach Procedure could become more than that of Non-Precision Approach Procedure for the corresponding valued of MDH. In such a case, Visibility/RVR Minima for the Non-Precision Approach Procedure with Basic facilities ALS, corresponding to the DH shall be applicable. Reduce this value by 400 metres for intermediate facilities ALS and 800 metres for full facilities ALS. This reduced value should not fall below a minimum visibility/RVR of 1000 metres. Example Hyderabad ILS Runway 27 (GS angle = 3 degrees) – Aircraft Category ‘A’ Normal OCA = 1915 feet Restricted DA 1915 + 100 = 2015 feet Subtract Threshold Elevation = 1713 feet Restricted DH = 302 feet Restricted Visibility/RVR = (302 – 50) x 60 ----------------------- = 1536 metres rounded off to 1600 mtrs (W/o ALS – Basic Facilities) 3 x 3.2808 For full facilities ALS Restricted Visibility/RVR Minima = 1600 – 800 = 800 metres This value is below 1000 metres so, Restricted Visibility/RVR Minima = 1000 metres (for Full facilities ALS) Precision approach Cat-I – Aircraft Category ‘C’ & ‘D’ Calculation of Decision Altitude/Decision Height (DA/DH) - Note OCA for the Instrument Approach Procedure - Add 50 ft to OCA to determine Restricted DA. - Determine Restricted DH by subtracting threshold elevation from Restricted

Decision Altitude.



Calculation of Visibility/RVR Minima - Determine whether Basic, Intermediate or Full facilities ALDs are available (refer Appendix-A). - For DH Value between 250 feet and 300 feet, the Visibility/RVR value given in Table 6.5 (ICAO Doc 9365) (reproduced below) should be increased by 100 metres. - For DH Value more than 300 feet calculate the horizontal distance between the beginning of the runway and the point above which the Glide Slope Intersects the Decision Height using the following formula:

(Restricted DH in ft – 50 ft) x 60 ------------------------------------------- metres GS Angle x 3.2808

This horizontal distance would be the Restricted Visibility Minima with Basic facilities ALS. Using the above method, when DH increases beyond a certain value, visibility/RVR Minima for a Precision Approach procedure could become more than that of Non-Precision Approach Procedure for the corresponding valued of MDH. In such a case, Visibility/RVR Minima for the Non-Precision Approach Procedure with Basic Facilities ALS corresponding to the DH shall be applicable. Reduce this value by 400 metres for intermediate facilities ALS and 800 metres for Full facilities ALS. This reduced value should not fall below a minimum visibility RVR of 1000 metres. Example Calcutta ILS DME Runway o1 R (GS Angle = 3 degrees) – Aircraft Category ‘C’ Normal OCA = 400 feet Restricted DA 400 + 50 = 450 feet Subtract Threshold Elevation = 19 feet Restricted DH = 431 feet Restricted Visibility/RVR (431 – 50) x 60 = -------------------- = 2323 metres, rounded off to 2400 metres (W/o ALS – Basic Facilities) 3 x 3.2808 Runway 01 R has Full facilities ALS So, Restricted Visibility/RVR Minima = 2400 – 800 = 1600 metres.



Non-Precision Approach (For all categories of Aircraft) Calculation of Normal MDA/MDH - Note OCA for the Instrument Approach Procedure - Consider MDA = OCA: If OCA Value is not given in steps of 10 ft. Determine MDA by rounding off OCA to the next higher 10 ft. - Calculate Normal MDH by: - subtracting the airfield elevation from MDA in case the threshold elevation is not more than 7 feet below the airfield elevation OR - subtract threshold elevation from MDA in case the threshold elevation is more than 7 feet below the airfield elevation. Calculation of Normal VIS/RVR Minima - Determine whether Basic Intermediate or full facilities are available - Refer Table 6-3, in case MDH is not more than 320 feet. Note: So far there is no Instrument Approach Procedure for Non- Precision Approach which has MDH less than 320 feet in India. So, practically this table is of no use at present. - Refer Table 6-2 and extract VIS/RVR Value in case MDH is 320 feet or more. - The extracted value from Table 6-3 or Table 6-2 is normal RVR/VIS Minima with Full facilities. - In case Intermediate facilities are available, add 400 metres to the value extracted from Table 6-2 or Table 6-3. - In case only Basic facilities are available, add 800 metres to the value extracted from Table 6-2 or Table 6-3. Calculation of Restricted MDA/MDH.. - Add 100 feet to the normal MDA/MDH to get the values of Restricted MDA/MDH. Calculation of Restricted VIS/RVR - Add 400 metres to the VIS/RVR Minima value calculated for normal MDH. - Calculate VIS/RVR Minima for Restricted MDH.



- Higher of these two values should be taken as Restricted VIS/RVR Minima. Note: Minimum visibility for Circling Approach and NDB Approach for all categories of Aircraft is 3600 metres. Example 1 Hyderabad LOC GS (INOP) RWY 27 (Aircraft Category ‘C’) Normal OCA = 2300 feet Normal MDA = 2300 feet Airfield Elevation = 1741 feet Threshold Elevation Rwy 27= 1713 feet Subtract 1713 ft from MDA to get MDH Normal MDH = 2300 – 1713 = 587 feet Normal VIS/RVR = 2400 Metres (with ALS – Full Facilities) = 2400 + 800 = 3200 metres (W/o ALS – Basic Facilities) Restricted VIS/RVR Minima - VIS/RVR for restricted MDH = 3200 Metres (with ALS – Full Facilities) - VIS/RVR for Normal MDH+400 M = 2400 + 400 = 2800 metres (with ALS – Full Facilities) - Higher of these two values should be taken as Restricted VIS/RVR Minima So, Restricted VIS/RVR Minima = 3200 Metres (with ALS - Full Facilities) = 3200 + 800 = 4000 metres (W/o ALS - Basic Facilities) Since Rwy 27 at Hyderabad has Full Facilities ALS Restricted Minima will be as given below: Restricted VIS/RVR VIS/RVR MDA (MDH) with ALS W/o ALS (in feet) (in Mtrs) (in Mtrs) ---------------- ----------- ----------- LOC (GS INOP) RWY 27 2400 (687) 3200 4000 Example – 2 Amritsar VOR/DME RWY 16 (Aircraft Category ‘C’) Normal OCA = 1160 feet Normal MDA = 1160 feet Airfield Elevation = 752 feet Threshold Elevation Rwy 16 = 755 feet Subtract 752 ft from MDA to get MDH Normal MDH = 1160 – 752 = 480 feet Normal VIS/RVR = 2000 Metres (with ALS – Full Facilities)



= 2000 + 800 = 2800 metres (W/o ALS – Basic Facilities) Restricted MDA = 1160 + 100 = 1260 feet Restricted MDH = 408 + 100 = 508 Restricted VIS/RVR Minima - VIS/RVR for restricted MDH = 2000 Metres (with ALS – Full Facilities) - VIS/RVR for Normal MDH+400 M = 2000 + 400 = 2400 metres (with ALS – Full Facilities) - Higher of these two values should be taken as Restricted VIS/RVR Minima So, Restricted VIS/RVR Minima = 2400 Metres (with ALS - Full Facilities) = 2400 + 800 = 3200 metres (W/o ALS - Basic Facilities) Since Rwy 16 at Amritsar has Full Facilities ALS Restricted Minima will be as given below: Restricted VIS/RVR VIS/RVR MDA(MDH) with ALS W/o ALS (in feet) (in Mtrs) (in Mtrs) ---------------- ----------- ----------- VOR DME RWY 16 1260 (508) --- 3200 Example – 3 Port Blair VOR DME RWY 04 (Aircraft Category ‘C’) Normal OCA = 760 feet Normal MDA = 760 feet Airfield Elevation = 20 feet Threshold Elevation Rwy 04 = 12 feet Subtract 12 ft from MDA to get MDH Normal MDH = 760-12 = 748 feet Normal VIS/RVR = 3600 Metres (with ALS – Full Facilities) = 3600 + 800 = 4400 metres (W/o ALS – Basic Facilities) Restricted MDA = 760 + 100 = 860 feet Restricted MDH = 748 + 100 = 848 feet Restricted VIS/RVR Minima - VIS/RVR for restricted MDH = 4000 Metres (with ALS – Full Facilities) - VIS/RVR for Normal MDH+400 M = 3600 + 400 = 4000 metres (with ALS – Full Facilities) - Higher of these two values should be taken as Restricted VIS/RVR Minima. In this case both the values are same. So, Restricted VIS/RVR Minima = 4000 Metres (with ALS - Full Facilities) = 4000 + 800 = 4800 metres (W/o ALS - Basic Facilities)



Since Rwy 04 at Port Blair has Full Facilities ALS Restricted Minima will be as given below: Restricted VIS/RVR VIS/RVR MDA(MDH) with ALS W/o ALS (in feet) (in Mtrs) (in Mtrs) ---------------- ----------- ----------- VOR DME RWY 04 860 (848) --- 4800



ANNEXURE 1

AERODROME OPERATING MINIMA (TABLES)

Updated as on 08-01.2010


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 18 ILS/ILS(Y) Rwy 18 280 280(235) 800 1200 280 280(235) 800 1200 280 280(235) 800 1200

THR 45 Ft GP INOP Rwy 18 450 450(404) 2000 2400 450 450(404) 2000 2400 450 450(404) 2400 2800GP INOP(Y) Rwy 18 450 450(404) 2000 2400 450 450(404) 2000 2400 450 450(404) 2400 2800VOR(Y) Rwy 18 500 500(454) 2000 2400 500 500(454) 2000 2400 500 500(454) 2400 2800VOR(X) Rwy 18 450 450(404) 2000 2400 450 450(404) 2000 2400 450 450(404) 2400 2800

THR 46 Ft VOR(X) Rwy 36 450 450(404) 2000 2400 450 450(404) 2000 2400 450 450(404) 2400 2800NDB Circling 580 580(534) 3600 580 580(534) 3600 760 760(714) 4000

Visual Circling 580 580(534) 3600 580 580(534) 3600 760 760(714) 4000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 18 ILS/ILS(Y) Rwy 18 280 380(335) 1400 1800 280 380(335) 1400 1800 280 330(285) 900 1300

THR 45 Ft GP INOP Rwy 18 450 550(504) 2400 2800 450 550(504) 2400 2800 450 550(504) 2800 3200GP INOP(Y) Rwy 18 450 550(504) 2400 2800 450 550(504) 2400 2800 450 550(504) 2800 3200VOR(Y) Rwy 18 500 600(554) 2400 2800 500 600(554) 2400 2800 500 600(554) 2800 3200VOR(X) Rwy 18 450 550(504) 2400 2800 450 550(504) 2400 2800 450 550(504) 2800 3200

THR 46 Ft VOR(X) Rwy 36 450 550(504) 2400 2800 450 550(504) 2400 2800 450 550(504) 2800 3200NDB Circling 580 680(634) 3600 580 680(634) 3600 760 860(814) 4800

Visual Circling 580 680(634) 3600 580 680(634) 3600 760 860(814) 4800

CATEGORY A

CATEGORY B CATEGORY C

RESTRICTED MINIMA

VISIBILITY / RVROCA MDA(H)

VISIBILITY / RVROCA

AERODROME OPERATING MINIMA - AGARTALA AERODROME Aerodrome Elev. 46 Ft

NORMAL MINIMA

OCA MDA(H)

RUNWAY, THR ELEV PROCEDURE

CATEGORY B

MDA(H)

CATEGORY C

VISIBILITY / RVR

Glide Path Angle 3 Degrees

VISIBILITY / RVRMDA(H)

Runway 36 - High Intensity, Simple Approach Light System, Length 420M = Intermediate Facility

OCA



OCA OCA

CATEGORY A

MDA(H)VISIBILITY / RVR


AOM Values stated above are subject to revision due to change in Values of OCA/ facility. Updated AOM may be confirmed from AAI. Rev dated 08.01.2010. Changes are reflected in red.

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRwy 23 ILS Rwy 23 430 430(241) 800(550) 1200 430 430(241) 800(550) 1200 430 430(241) 800(550) 1200 430 430(241) 800(550) 1200

THR 189 Ft GP INOP Rwy 23 730 730(541) 1600 2400 730 730(541) 1600 2400 730 730(541) 2400 3200 730 730(541) 2800 3600VOR DME Rwy 23 730 730(541) 1600 2400 730 730(541) 1600 2400 730 730(541) 2400 3200 730 730(541) 2800 3600

NDB Rwy 23 730 730(541) 3600 3600 730 730(541) 3600 3600 730 730(541) 3600 3600 730 730(541) 3600 3600Rwy 05 VOR DME Rwy 05 630 630(450) 2000 2400 760 630(450) 2000 2400 760 630(450) 2400 2800 630 630(450) 2800 3200

THR 180 Ft

Visual Circling 880 880(691) - 3600 880 880(691) - 3600 970 970(781) - 4400 970 970(781) - 4800

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRwy 23 ILS Rwy 23 430 530(341) 1000 1800 430 530(341) 1000 1800 430 480(291) 900(650) 1300 430 480(291) 900(650) 1300

THR 189 Ft GP INOP Rwy 23 730 830(641) 2000 2800 730 830(641) 2000 2800 730 830(641) 2800 3600 730 830(641) 3200 4000VOR DME Rwy 23 730 830(641) 2000 2800 730 830(641) 2000 2800 730 830(641) 2800 3600 730 830(641) 3200 4000

NDB Rwy 23 730 830(641) 3600 3600 730 830(641) 3600 3600 730 830(641) 3600 3600 730 830(641) 3600 4000Rwy 05 VOR DME Rwy 05 630 730(550) 2400 2800 630 730(550) 2400 2800 630 730(550) 2800 3200 630 730(550) 3200 3600

THR 180 Ft

Visual Circling 880 980(791) - 3600 880 980(791) - 3600 970 1070(881) - 4800 970 1070(881) - 5000


OCA MDA(H)VISIBILITY / RVR

Runway 23 - High Intensity, CAT- I Approach Light System, Length 750M = Full Facility


CATEGORY A CATEGORY BVISIBILITY / RVR


OCA

Runway 05 - High Intensity, Simple Approach Light System, Length 420M =INTERMEDIATE Facility

MDA(H)OCAMDA(H)VISIBILITY / RVR

AERODROME OPERATING MINIMA - AHMEDABAD AERODROME Aerodrome Elev. - 189 Ft

NORMAL MINIMA


CATEGORY A

OCA

CATEGORY C

MDA(H)OCAVISIBILITY / RVR

OCA MDA(H)MDA(H)VISIBILITY / RVR VISIBILITY / RVR

CATEGORY C

CATEGORY D

OCA


RESTRICTED MINIMA

CATEGORY B

CATEGORY D

OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRwy 34 ILS Rwy 34 1050 1050(299) 900 1300 1050 1050(299) 900 1300 1050 1050(299) 900 1300 1050 1050(299) 900 1300

THR 751 Ft GP INOP Rwy 34 1160 1160(404) 1600 2400 1160 1160(404) 1600 2400 1160 1160(404) 2000 2800 1160 1160(404) 2400 3200VOR(X) With FAF Rwy 34 1160 1160(404) 1600 2400 1160 1160(404) 1600 2400 1160 1160(404) 2000 2800 1160 1160(404) 2400 3200VOR (X) W/O FAF Rwy 34 1370 1370(614) 1600 2400 1370 1370(614) 1600 2400 1370 1370(614) 2800 3600 1370 1370(614) 3200 4000VOR(Y)Rwy 34 1420 1420(664) 1600 2400 1420 1420(664) 1600 2400 1420 1420(664) 2800 3600 1420 1420(664) 3200 4000NDB Rwy 34 1270 1270(514) - 3600 1270 1270(514) - 3600

Rwy 16 VOR DME Rwy 16 1160 1160(404) - 2400 1160 1160(404) - 2400 1160 1160(404) - 2800 1160 1160(404) - 3200THR 755 Ft VOR Rwy 16 1210 1210(454) - 2400 1210 1210(454) - 2400 1210 1210(454) - 2800 1210 1210(454) - 3200

Visual Circling 1420 1420(664) - 3600 1420 1420(664) - 3600 1520 1520(764) - 4400 1520 1520(764) - 4800

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRwy 34 ILS Rwy 34 1050 1150(399) 1400 2200 1050 1150(399) 1400 2200 1050 1100(349) 1100 1900 1050 1100(349) 1100 1900

THR 751 Ft GP INOP Rwy 34 1160 1260(504) 2000 2800 1160 1260(504) 2000 2800 1160 1260(504) 2400 3200 1160 1260(504) 2800 3600VOR(X) With FAF Rwy 34 1160 1260(504) 2000 2800 1160 1260(504) 2000 2800 1160 1260(504) 2400 3200 1160 1260(504) 2800 3600VOR(X) W/O FAF Rwy 34 1370 1470(714) 2000 2800 1370 1470(714) 2000 2800 1370 1470(714) 3200 4000 1370 1470(714) 3600 4400VOR(Y) Rwy 34 1420 1520(764) 2000 2800 1420 1520(764) 2000 2800 1420 1520(764) 3200 4400 1420 1520(764) 3600 4800NDB Rwy 34 1270 1370(614) - 3600 1270 1370(614) - 3600

Rwy 16 VOR DME Rwy 16 1160 1260(504) - 2800 1160 1260(504) - 2800 1160 1260(504) - 3200 1160 1260(504) - 3600THR 755 Ft VOR Rwy 16 1210 1310(554) - 2800 1210 1310(554) - 2800 1210 1310(554) - 3200 1210 1310(554) - 3600

Visual Circling 1420 1520(764) - 3600 1420 1520(764) - 3600 1520 1620(864) - 4800 1520 1620(864) - 5000


Runway 34 - CAT I Approach Light System Available = Full Facility

VISIBILITY / RVROCA MDA(H)MDA(H)

Straight-In Approach Not Available


CATEGORY D

OCA



VISIBILITY / RVR

Runway 16 - Simple Approach Light System WITHDRAWN = Basic Facility


CATEGORY A CATEGORY B CATEGORY C

RESTRICTED MINIMA

Straight-In Approach Not AvailableStraight-In Approach Not Available


OCAVISIBILITY / RVR

OCA MDA(H)

AERODROME OPERATING MINIMA - AMRITSAR AERODROME AERODROME ELEV. - 756 Ft

NORMAL MINIMA


CATEGORY A CATEGORY B CATEGORY C CATEGORY D

OCA MDA(H) MDA(H)VISIBILITY / RVRVISIBILITY / RVR


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 2110 2110(226) 1200 2110 2110(226) 1200 2110 2110(226) 1200

THR 1884 GP INOP Rwy 27 2290 2290(406) 2400 2290 2290(406) 2400 2290 2290(406) 2800VOR DME With FAF Rwy 27 2310 2310(426) 2400 2310 2310(426) 2400 2310 2310(426) 2800VOR DME W/O FAF Rwy 27 2620 2620(736) 2400 2620 2620(736) 2400 2620 2620(736) 4000NDB Rwy 27 2900 2900(1016) 3600 2900 2900(1016) 3600 2900 2900(1016) 5000

RWY 09 - - - -THR 1911 - - - -

Visual Circling 2900 2900(989) 3600 2900 2900(989) 3600 3330 3330(1419) 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 2110 2210(326) 1700 2110 2210(326) 1700 2110 2160(276) 1300

THR 1884 GP INOP Rwy 27 2290 2390(506) 2800 2290 2390(506) 2800 2290 2390(506) 3200VOR DME With FAF Rwy 27 2310 2410(526) 2800 2310 2410(526) 2800 2310 2410(526) 3200VOR DME W/O FAF Rwy 27 2620 2720(836) 2800 2620 2720(836) 2800 2620 2720(836) 4800NDB Rwy 27 2900 3000(1116) 3600 2900 3000(1116) 3600 2900 3000(1116) 5000

RWY 09 - - - -THR 1911 - - - -

Visual Circling 2900 3000(1089) 3600 2900 3000(1089) 3600 3330 3430(1519) 5000

Glide Path Angle 3 Degree

Runway 27 - Abridged Simple Approach Light System, Length 300M = Basic Facility



OCA MDA(H)PROCEDURE

Runway 09 - Abridged Simple Approach Light System, Length 300M = Basic Facility

RUNWAY, THR ELEV


OCA OCAVISIBILITY / RVR

AERODROME OPERATING MINIMA - AURANGABAD AIRPORT AERODROME ELEV. - 1911 Ft

NORMAL MINIMA




RESTRICTED MINIMA



AOM Values stated above are subject to revision due to change in Values of OCA/ facility. Updated AOM may be confirmed from AAI. Rev dated 08.01.2010

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS DME Rwy 27 3140 3140(247) - 1200 3140 3140(247) - 1200 3140 3140(247) - 1200 3140 3140(247) - 1200

THR 2893 Ft GP INOP Rwy 27 3300 3300(407) - 2400 3300 3300(407) - 2400 3300 3300(407) - 2800 3300 3300(407) - 3200VOR DME ARC Rwy 27 3300 3300(407) - 2400 3300 3300(407) - 2400 3300 3300(407) - 2800 3300 3300(407) - 3200VOR Rwy 27 3350 3350(457) - 2400 3350 3350(457) - 2400 3530 3530(637) - 3600 3530 3530(637) - 4000ASR Rwy 27 3600 3600(707) - 2400 3600 3600(707) - 2400 3600 3600(707) - 4000 3600 3600(707) - 4400PAR Rwy 27 3200 3200(307) - 1600 3200 3200(307) - 1600 3200 3200(307) - 1600 3200 3200(307) - 1600

RWY 09 VOR DME Rwy 09 3300 3300(426) - 2400 3300 3300(426) - 2400 3300 3300(426) - 2800 3300 3300(426) - 3200THR 2874 Ft VOR Rwy 09 3600 3600(726) - 2400 3600 3600(726) - 2400 3960 3960(1086) - 5000 3960 3960(1086) - 5000

ASR Rwy 09 3600 3600(726) - 2400 3600 3600(726) - 2400 3600 3600(726) - 4000 3600 3600(726) - 4400PAR Rwy 09 3200 3200(326) - 1700 3200 3200(326) - 1700 3200 3200(326) - 1700 3200 3200(326) - 1700

Visual Circling 3600 3600(688) - 3600 3600 3600(688) - 3600 3960 3960(1048) - 5000 3960 3960(1048) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS DME Rwy 27 3140 3240(347) - 1900 3140 3240(347) - 1900 3140 3190(297) - 1300 3140 3190(297) - 1300

THR 2893 Ft GP INOP Rwy 27 3300 3400(507) - 2800 3300 3400(507) - 2800 3300 3400(507) - 3200 3300 3400(507) - 3600VOR DME ARC Rwy 27 3300 3400(507) - 2800 3300 3400(507) - 2800 3300 3400(507) - 3200 3300 3400(507) - 3600VOR Rwy 27 3350 3450(557) - 2800 3350 3450(557) - 2800 3530 3630(737) - 4000 3530 3630(737) - 4400ASR Rwy 27 3600 3700(807) - 2800 3600 3700(807) - 2800 3600 3700(807) - 4400 3600 3700(807) - 4800PAR Rwy 27 3200 3300(407) - 2200 3200 3300(407) - 2200 3200 3250(357) - 1900 3200 3250(357) - 1900


ASR Rwy 09 3600 3700(826) - 2800 3600 3700(826) - 2800 3600 3700(826) - 4800 3600 3700(826) - 5000PAR Rwy 09 3200 3300(426) - 2300 3200 3300(426) - 2300 3200 3250(376) - 2000 3200 3250(376) - 2000

Visual Circling 3600 3700(788) - 3600 3600 3700(788) - 3600 3960 4060(1148) - 5000 3960 4060(1148) - 5000



Runway 27 - High Intensity, Abridged Simple Approach Light System, Length 300M = Basic Facility

VISIBILITY / RVR



OCARUNWAY, THR

ELEV OCA MDA(H)

CATEGORY BVISIBILITY / RVR

AERODROME OPERATING MINIMA - BANGLORE AIRPORT AERODROME ELEV. - 2912 Ft

NORMAL MINIMA



OCA

CATEGORY D

OCA MDA(H)MDA(H)VISIBILITY / RVR

OCAVISIBILITY / RVR


OCA MDA(H)

RESTRICTED MINIMA

OCA

PROCEDURECATEGORY A

VISIBILITY / RVR

CATEGORY C CATEGORY D

MDA(H)


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 26 VOR DME Rwy 26 3290 3290(839) - 2400 3290 3290(839) - 2800

THR 2451 Ft VOR Rwy 26 3340 3340(889) - 2800 3340 3340(889) - 3200RWY 08 VOR DME Rwy 08 3030 3030(552) - 2400 3030 3030(552) - 2400

THR 2478 Ft VOR Rwy 08 3590 3590(1112) - 3600 3590 3590(1112) - 3600

Visual Circling 3590 3590(1103) - 3600 3590 3590(1103) - 3600


THR 2451 Ft VOR Rwy 26 3340 3440(989) - 3200 3340 3440(989) - 3600RWY 08 VOR DME Rwy 08 3030 3130(652) - 2800 3030 3130(652) - 2800

THR 2478 Ft VOR Rwy 08 3590 3690(1212) - 3600 3590 3690(1212) - 3600

Visual Circling 3590 3690(1203) - 3600 3590 3690(1203) - 3600


Runway 26 - Approach Light System Not Available = Basic Facility

VISIBILITY / RVROCA MDA(H)OCA MDA(H)


OCAVISIBILITY / RVR

VISIBILITY / RVR

RESTRICTED MINIMA



OCA

MDA(H)OCA

CATEGORY A



AERODROME OPERATING MINIMA - BELGAUM AERODROME AERODROME ELEV. - 2487 Ft

NORMAL MINIMA




With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSILS RWY25 242 242(220) 1200 242 242(220) 1200 242 242(220) 1200GP INOP RWY25 450 450(428) 2400 450 450(428) 2400 450 450(428) 2800

RWY 25 VOR DME Rwy 25 420 420(398) - 2400 420 420(398) - 2400 420 420(398) - 2800THR 22 Ft VOR Rwy 25 470 470(448) - 2400 470 470(448) - 2400 470 470(448) - 2800

NDB Rwy 25 520 520(498) - 3600 520 520(498) - 3600 520 520(498) - 3600RWY 07 VOR DME Rwy 07 520 520(476) - 2400 520 520(476) - 2400 520 520(476) - 2800

THR 38 Ft VOR Rwy 07 910 910(866) - 2400 910 910(866) - 2800 950 950(906) - 5000

Visual Circling 910 910(866) - 3600 910 910(866) - 3600 950 950(906) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSILS RWY25 242 342(320) 1700 242 342(320) 1700 242 292(270) 1400GP INOP RWY25 450 550(528) 2800 450 550(528) 2800 450 550(528) 3200



THR 38 Ft VOR Rwy 07 910 1010(966) - 3200 910 1010(966) - 3600 950 1050(1006) - 5000

Visual Circling 910 1010(966) - 3600 910 1010(966) - 3600 950 1050(1006) - 5000


CATEGORY C


OCA

CATEGORY A



VISIBILITY / RVROCA

CATEGORY B


MDA(H)

RESTRICTED MINIMA

MDA(H)VISIBILITY / RVRVISIBILITY / RVR


AERODROME OPERATING MINIMA - BHAVNAGAR AERODROME AERODROME ELEV. - 44 Ft

NORMAL MINIMA



OCA MDA(H) OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 30 ILS Rwy 30 1940 1940(231) 800 1200 1940 1940(231) 800 1200 1940 1940(231) 800 1200

THR 1709 Ft GP INOP Rwy 30 2280 2280(571) 1600 2400 2280 2280(571) 1600 2400 2280 2280(571) 2400 3200VOR DME Rwy 30 2380 2380(671) 1600 2400 2380 2380(671) 1600 2400 2380 2380(671) 3200 4000VOR Rwy 30 2430 2430(721) 1600 2400 2430 2430(721) 1600 2400 2430 2430(721) 3200 4000

RWY 12 VOR DME Rwy 12 2350 2350(631) 2000 2400 2350 2350(631) 2000 2400 2350 2350(631) 3200 3600THR 1713 Ft VOR Rwy 12 2400 2400(681) 2000 2400 2400 2400(681) 2000 2400 2400 2400(681) 3200 4000

Visual Circling 2430 2430(711) - 3600 2430 2430(711) - 3600 2630 2630(911) - 5000




Visual Circling 2430 2530(811) - 3600 2430 2530(811) - 3600 2630 2730(1011) - 5000

Runway 30 - High Intensity, Cat I Approach Light System, Length 900M = Full Facility

CATEGORY C

OCAVISIBILITY / RVR VISIBILITY / RVR

MDA(H)VISIBILITY / RVRRUNWAY, THR

ELEV OCA MDA(H)

CATEGORY BPROCEDURE

CATEGORY A

Runway 12 - High Intensity, Simple Approach light System, Length 420M = Intermediate Facility

OCA MDA(H)

RESTRICTED MINIMA

MDA(H)OCA MDA(H)OCA MDA(H)VISIBILITY / RVR

AERODROME OPERATING MINIMA - BHOPAL AIRPORT AERODROME ELEV. - 1719 Ft

NORMAL MINIMA


CATEGORY A CATEGORY B CATEGORY CVISIBILITY / RVRVISIBILITY / RVR

OCA





NDB 32 640 640(518) - 3600 640 640(518) - 3600 640 640(518) - 3600

Visual Circling 960 960(822) - 3600 960 960(822) - 3600 1000 1000(862) - 4800


THR 115 Ft GP INOP Rwy 14 650 750(635) 2000 2800 650 750(635) 2000 2800 650 750(635) 2800 3600VOR DME Rwy 14 650 750(635) 2000 2800 650 750(635) 2000 2800 650 750(635) 2800 3600VOR Rwy 14 960 1060(945) 2000 2800 960 1060(945) 2400 3200 960 1060(945) 440000% 5000


NDB 32 640 740(618) - 3600 640 740(618) - 3600 640 740(618) - 3600

Visual Circling 960 1060(922) - 3600 960 1060(922) - 3600 1000 1100(962) - 5000

Runway 14 - CAT I Approach Light System Available



Runway 32 - Approach Light System Not Available


VISIBILITY / RVR

RESTRICTED MINIMA



OCA MDA(H)OCA

AERODROME OPERATING MINIMA - BHUBANESHWAR AIRPORT AERODROME ELEV. - 138 Ft

NORMAL MINIMA



OCA MDA(H) MDA(H)MDA(H)VISIBILITY / RVRVISIBILITY / RVR

OCAVISIBILITY / RVR

OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 28 ILS Rwy 28 980 980(655) - 2400 980 980(655) - 2400 980 980(655) - 3500 990 990(665) - 3600

THR 325 Ft GP INOP Rwy 28 1270 1270(945) - 2800 1270 1270(945) - 3200 1270 1270(945) - 5000 1270 1270(945) - 5000VOR DME Rwy 28 1380 1380(1055) - 3600 1380 1380(1055) - 3600 1380 1380(1055) - 5000 1380 1380(1055) - 5000


NDB Rwy 10 890 890(578) - 3600 890 890(578) - 3600 890 890(578) - 3600 890 890(578) - 3600

Visual Circling 1380 1380(1038) - 3600 1380 1380(1038) - 3600 1570 1570(1228) - 5000 1570 1570(1228) - 5000


THR 325 Ft GP INOP Rwy 28 1270 1370(1045) - 3600 1270 1370(1045) - 3600 1270 1370(1045) - 5000 1270 1370(1045) - 5000VOR DME Rwy 28 1380 1480(1155) - 3600 1380 1480(1155) - 3600 1380 1480(1155) - 5000 1380 1480(1155) - 5000


NDB Rwy 10 890 990(678) - 3600 890 990(678) - 3600 890 990(678) - 4000 890 990(678) - 4400

Visual Circling 1380 1480(1138) - 3600 1380 1480(1138) - 3600 1570 1670(1328) - 5000 1570 1670(1328) - 5000

AERODROME OPERATING MINIMA - CALICUT AIRPORT AERODROME ELEV. - 342 Ft

NORMAL MINIMA


CATEGORY A CATEGORY B CATEGORY C CATEGORY DVISIBILITY / RVR VISIBILITY / RVRVISIBILITY / RVR

RESTRICTED MINIMACATEGORY D

OCAOCA OCA MDA(H)VISIBILITY / RVR

MDA(H)

OCAVISIBILITY / RVR

MDA(H) OCA

MDA(H) OCA

MDA(H)

Glide Path Angle 3.2 Degrees



MDA(H)


Runway 28 - High Intensity, Abridged Simple Approach Light System, Length 150M = BASIC FACILITY


VISIBILITY / RVR

Runway 10 - High Intensity, Abridged Simple Approach light System, Length 150M = BASIC FACILITY


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 07 ILS Rwy 07 284 284(244) 800(550) 1200 284 284(244) 800(550) 1200 284 284(244) 800(550) 1200 284 284(244) 800(550) 1200

THR 40 Ft GP INOP Rwy 07 540 540(500) 1600 2400 540 540(500) 1600 2400 540 540(500) 2000 2800 540 540(500) 2800 3600VOR Rwy 07 810 810(770) 1600 2400 810 810(770) 2000 2800 810 810(770) 3600 4400 810 810(770) 4000 4800LCTR (MA) Rwy 07 810 810(770) 3600 3600 810 810(770) 3600 3600 810 810(770) 3600 4400 810 810(770) 4000 4800ASR Rwy 07 810 810(770) 1600 2400 810 810(770) 2000 2800 810 810(770) 3600 4400 810 810(770) 4000 4800ILS Rwy 25 330 330(278) 900 1300 330 330(278) 900 1300 350 350(298) 900 1300 350 350(298) 900 1300GP INOP Rwy 25 610 610(558) 2000 2400 610 610(558) 2000 2400 610 610(558) 2800 3200 610 610(558) 3200 3600

THR 52 Ft VOR Rwy 25 810 810(758) 2000 2400 810 810(758) 2400 2800 810 810(758) 4000 4400 810 810(758) 4400 4800ASR Rwy 25 690 690(638) 2000 2400 690 690(638) 2000 2400 690 690(638) 3200 3600 690 690(638) 3600 4000

RWY 12 VOR Rwy 12 810 810(778) - 2400 810 810(778) - 2800 810 810(778) - 4400 810 810(778) - 4800ASR Rwy 12 680 680(648) - 2400 680 680(648) - 2400 680 680(648) - 3600 680 680(648) - 4000


Visual Circling 900 900(848) - 3600 900 900(848) - 3600 960 960(908) - 5000 960 960(908) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 07 ILS Rwy 07 284 384(344) 1000 1800 284 384(344) 1000 1800 284 334(294) 900(650) 1300 284 334(294) 900(650) 1300

THR 40 Ft GP INOP Rwy 07 540 640(600) 2000 2800 540 640(600) 2000 2800 540 640(600) 2400 3200 540 640(600) 3200 4000VOR Rwy 07 810 910(870) 2000 2800 810 910(870) 2400 3200 810 910(870) 4000 4800 810 910(870) 4400 5000LCTR (MA) Rwy 07 810 910(870) 3600 3600 810 910(870) 3600 3600 810 910(870) 4000 4800 810 910(870) 4400 5000ASR Rwy 07 810 910(870) 2000 2800 810 910(870) 2400 3200 810 910(870) 4000 4800 810 910(870) 4400 5000ILS Rwy 25 330 430(378) 1300 1700 330 430(378) 1300 1700 350 400(348) 1100 1500 350 400(348) 1100 1500GP INOP Rwy 25 610 710(658) 2400 2800 610 710(658) 2400 2800 610 710(658) 3200 3600 610 710(658) 3600 4000

THR 52 Ft VOR Rwy 25 810 910(858) 2400 2800 810 910(858) 2800 3200 810 910(858) 4400 4800 810 910(858) 4800 5000ASR Rwy 25 690 790(738) 2400 2800 690 790(738) 2400 2800 690 790(738) 3600 4000 690 790(738) 4000 4400



Visual Circling 900 1000(948) - 3600 900 1000(948) - 3600 960 1060(1008) - 5000 960 1060(1008) - 5000

Runway 12 - Approach Light System NOT AVAILABLE


Runway 25 - Simple Approach Light System, Length 540M = Intermediate Facility

Runway 07 - CAT-I Approach Light System, Length 900M = Full Facility. Glide Path Angle 3 Degrees


RUNWAY, THR ELEV VISIBILITY / RVR

MDA(H)OCA

CATEGORY DVISIBILITY / RVR

OCA MDA(H) OCA MDA(H)VISIBILITY / RVRPROCEDURE

CATEGORY A CATEGORY C


CATEGORY B

RESTRICTED MINIMA

OCAVISIBILITY / RVR VISIBILITY / RVR

MDA(H)OCA OCAOCA MDA(H)VISIBILITY / RVR

AERODROME OPERATING MINIMA - CHENNAI AERODROME AERODROME ELEV. - 52 Ft

NORMAL MINIMA



MDA(H)


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS (X/Y/Z) Rwy 27 300 300(270) 900(650) 1300 300 300(270) 900(650) 1300 320 320(290) 900(650) 1300 320 320(290) 900(650) 1300

THR 30 Ft GPINOP(X/Y/Z)Rwy 27 690 690(660) 1600 2400 690 690(660) 1600 2400 690 690(660) 2800 3600 690 690(660) 3200 4000VOR Rwy 27 620 620(590) 1600 2400 620 620(590) 1600 2400 620 620(590) 2400 3200 620 620(590) 2800 3600

RWY 09 VOR DME Rwy 09 470 470(440) 2000 2400 470 470(440) 2000 2400 470 470(440) 2400 2800 470 470(440) 2800 3200THR 28 Ft VOR Rwy 09 520 520(490) 2000 2400 520 520(490) 2000 2400 520 520(490) 2400 2800 520 520(490) 3200 3600

Visual Circling 690 690(660) - 3600 690 690(660) - 3600 730 730(700) - 4000 730 730(700) - 4400

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS(X/Y/Z) Rwy 27 300 400(370) 1200 2000 300 400(370) 1200 2000 320 370(340) 1000 1800 320 370(340) 1000 1800

THR 30 Ft GP INOP(X/Y/Z) Rwy 27 690 790(760) 2000 2800 690 790(760) 2000 2800 690 790(760) 3600 4400 690 790(760) 4000 4800

VOR Rwy 27 620 720(690) 2000 2800 620 720(690) 2000 2800 620 720(690) 3200 4000 620 720(690) 3600 4400RWY 09 VOR DME Rwy 09 470 570(540) 2400 2800 470 570(540) 2400 2800 470 570(540) 2800 3200 470 570(540) 3200 3600

THR 28 Ft VOR Rwy 09 520 620(590) 2400 2800 520 620(590) 2400 2800 520 620(590) 2800 3200 520 620(590) 3600 4000

Visual Circling 690 790(760) - 3600 690 790(760) - 3600 730 830(800) - 4400 730 830(800) 4800

Glide Slope Angle 3 Degrees


Runway 27 - Hight Intensity, CAT-I Approach Light System, Length 900M = Full Facility

VISIBILITY / RVR

Runway 09 - High Intensity, Simple Approach Light System, Length 420M = Intermdiate Facility


OCARUNWAY, THR

ELEV OCA MDA(H)


AERODROME OPERATING MINIMA - COCHIN INTERNATIONAL AIRPORT AERODROME ELEV. - 30 Ft

NORMAL MINIMA



OCA

CATEGORY D


OCAVISIBILITY / RVR


OCA MDA(H)

RESTRICTED MINIMA

OCA

PROCEDURECATEGORY A

VISIBILITY / RVR


MDA(H)


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 23 ILS Rwy 23 1500 1500(225) 800 1200 1500 1500(225) 800 1200 1520 1520(245) 800 1200 1520 1520(245) 800 1200

THR 1275 Ft GP INOP Rwy 23 1730 1730(455) 2000 2400 1730 1730(455) 2000 2400 1730 1730(455) 2400 2800 1730 1730(455) 2800 3200VOR DME Rwy 23 1730 1730(455) 2000 2400 1730 1730(455) 2000 2400 1730 1730(455) 2400 2800 1730 1730(455) 2800 3200VOR Rwy 23 1780 1780(505) 2000 2400 1780 1780(505) 2000 2400 1780 1780(505) 2400 2800 1780 1780(505) 3200 3600NDB Rwy 23 1780 1780(505) 3600 3600 1780 1780(505) 3600 3600 1780 1780(505) 3600 3600 1780 1780(505) 3600 3600

RWY 05 -THR 1323 Ft -

Visual Circling 1820 1820(496) - 3600 1820 1820(496) - 3600 2260 2260(936) - 5000 2260 2260(937) - 5000



RWY 05 -THR 1323 Ft -

Visual Circling 1820 1920(596) - 3600 1820 1920(596) - 3600 2260 2360(1036) - 5000 2260 2360(1037) - 5000



MDA(H)

OCA

RESTRICTED MINIMA

VISIBILITY / RVRMDA(H) MDA(H)

VISIBILITY / RVROCAMDA(H)

VISIBILITY / RVROCA OCA

Runway 05 - Approach Light System Not Available

OCA MDA(H)VISIBILITY / RVRVISIBILITY / RVRPROCEDURE

CATEGORY A CATEGORY C CATEGORY D

Runway 23 - CAT- I ALS, Length - Intermediate Facility

VISIBILITY / RVRCATEGORY B

RUNWAY, THR ELEV OCA MDA(H)OCA

AERODROME OPERATING MINIMA - COIMBATORE AIRPORT AERODROME ELEV. - 1324 Ft

NORMAL MINIMA





With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 28 ILS Cat-I Rwy 28 986 986(209) 800(550) 1200 986 986(209) 800(550) 1200 1006 1006(229) 800(550) 1200 1006 1006(229) 800(550) 1200

THR 777 Ft GP INOP Rwy 28 1220 1220(443) 1600 2400 1220 1220(443) 1600 2400 1220 1220(443) 2000 2800 1220 1220(443) 2400 3200VOR(X) Rwy 28 1300 1300(523) 1600 2400 1300 1300(523) 1600 2400 1300 1300(523) 2000 2800 1300 1300(523) 2800 3600ASR Rwy 28 1420 1420(643) 1600 2400 1420 1420(643) 1600 2400 1420 1420(643) 2800 3600 1420 1420(643) 3200 4000

RWY 10 ILS Rwy 10 970 970(251) 900 1300 970 970(251) 900 1300 990 990(271) 900 1300 990 990(271) 900 1300THR 719 Ft GP INOP Rwy10 1120 1120(401) 2000 2400 1120 1120(401) 2000 2400 1120 1120(401) 2400 2800 1120 1120(401) 2800 3200

VOR(X) Rwy 10 1180 1180(461) 2000 2400 1180 1180(461) 2000 2400 1180 1180(461) 2400 2800 1180 1180(461) 3200 3600ASR Rwy 10 1360 1360(641) 2000 2400 1360 1360(641) 2000 2400 1360 1360(641) 3200 3600 1360 1360(641) 3600 4000

RWY 27 ILS Rwy 27 1020 1020(270) 900 1300 1020 1020(270) 900 1300 1020 1020(270) 900 1300 1020 1020(270) 900 1300THR 750 Ft GP INOP Rwy 27 1190 1190(440) 2000 2400 1190 1190(440) 2000 2400 1190 1190(440) 2400 2800 1190 1190(440) 2800 3200

NDB(X) Rwy 27 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600NDB(Y) Rwy 27 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600 1210 1210(460) 3600 3600ASR Rwy 27 1390 1390(640) 2000 2400 1390 1390(640) 2000 2400 1390 1390(640) 3200 3600 1390 1390(640) 3600 4000

RWY 09 VOR (X) Rwy 09 1180 1180(463) 2000 2400 1180 1180(463) 2000 2400 1180 1180(463) 2400 2800 1180 1180(463) 3200 3600ASR Rwy 09 1360 1360(643) 2000 2400 1360 1360(643) 2000 2400 1360 1360(643) 3200 3600 1360 1360(643) 3600 4000

RWY 29 ILS Cat-I Rwy 29 951 951(200) 800(550) 1200 951 951(200) 800(550) 1200 951 951(200) 800(550) 1200 951 951(200) 800(550) 1200THR 751 ft GP INOP Rwy 29 1280 1280(529) 1600 2400 1280 1280(529) 1600 2400 1280 1280(529) 2000 2800 1280 1280(529) 2800 3600

VOR Rwy 29 1300 1300(549) 1600 2400 1300 1300(549) 1600 2400 1300 1300(549) 2400 3200 1300 1300(549) 2800 3600RWY 11 ILS Rwy 11 924 924(200) 800(550) 1200 924 924(200) 800(550) 1200 924 924(200) 800(550) 1200 924 924(200) 800(550) 1200

THR 724 ft GP INOP Rwy11 1130 1130(406) 1600 2400 1130 1130(406) 1600 2400 1130 1130(406) 2000 2800 1130 1130(406) 2400 3200VOR Rwy 11 1180 1180(461) 2000 2400 1180 1180(461) 2000 2400 1180 1180(461) 2400 2800 1180 1180(461) 3200 3600

Visual Circling 1470 1470(693) - 3600 1470 1470(693) - 3600 1570 1570(793) - 4400 1570 1570(793) - 4800

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 28 ILS Cat-I Rwy 28 986 1086(309) 1000 1600 986 1086(309) 1000 1600 1006 1056(279) 900(650) 1300 1006 1056(279) 900(650) 1300

THR 777 Ft GP INOP Rwy 28 1220 1320(543) 2000 2800 1220 1320(543) 2000 2800 1220 1320(543) 2400 3200 1220 1320(543) 2800 3600VOR (X) Rwy 28 1300 1400(623) 2000 2800 1300 1400(623) 2000 2800 1300 1400(623) 2800 3600 1300 1400(623) 3200 4000ASR Rwy 28 1420 1520(743) 2000 2800 1420 1520(743) 2000 2800 1420 1520(743) 3600 4400 1420 1520(743) 4000 4800

RWY 10 ILS Rwy 10 970 1070(351) 1500 1900 970 1070(351) 1500 1900 990 1040(321) 1300 1700 990 1040(321) 1300 1700THR 719 Ft GP INOP Rwy10 1120 1220(501) 2400 2800 1120 1220(501) 2400 2800 1120 1220(501) 2800 3200 1120 1220(501) 3200 3600

VOR (X) Rwy 10 1180 1280(561) 2400 2800 1180 1280(561) 2400 2800 1180 1280(561) 2800 3200 1180 1280(561) 3600 4000ASR Rwy 10 1360 1460(741) 2400 2800 1360 1460(741) 2400 2800 1360 1460(741) 4000 4400 1360 1460(741) 4400 4800

RWY 27 ILS Rwy 27 1020 1120(370) 1600 2000 1020 1120(370) 1600 2000 1020 1070(320) 1300 1700 1020 1070(320) 1300 1700THR 750 Ft GP INOP Rwy 27 1190 1290(540) 2400 2800 1190 1290(540) 2400 2800 1190 1290(540) 2800 3200 1190 1290(540) 3200 3600

NDB(X) Rwy 27 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600NDB(Y) Rwy 27 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600 1210 1310(560) 3600 3600ASR Rwy 27 1390 1490(740) 2400 2800 1390 1490(740) 2400 2800 1390 1490(740) 3600 4000 1390 1490(740) 4000 4400

RWY 09 VORX) Rwy 09 1180 1280(563) 2400 2800 1180 1280(563) 2400 2800 1180 1280(563) 2800 3200 1180 1280(563) 3600 4000ASR Rwy 09 1360 1460(743) 2400 2800 1360 1460(743) 2400 2800 1360 1460(743) 4000 4400 1360 1460(743) 4400 4800

RWY29 ILS Cat-I Rwy 29 951 1051(300) 1000 1600 951 1051(300) 1000 1600 951 1001(250) 900(650) 1300 951 1001(250) 900(650) 1300THR 751 ft GP INOP Rwy 29 1280 1380(629) 2000 2800 1280 1380(629) 2000 2800 1280 1380(629) 2400 3200 1280 1380(629) 2800 3600

VOR Rwy 29 1300 1400(649) 2000 2800 1300 1400(649) 2000 2800 1300 1400(649) 2800 3600 1300 1400(649) 3200 4000RWY11 ILS Rwy 11 924 1024(300) 1000 1600 924 1024(300) 1000 1600 924 974(250) 900(650) 1300 924 974(250) 900(650) 1300

THR 724 ft GP INOP Rwy11 1130 1230(506) 2000 2800 1130 1230(506) 2000 2800 1130 1230(506) 2400 3200 1130 1230(506) 2800 3600VOR Rwy 11 1180 1280(561) 2400 2800 1180 1280(561) 2400 2800 1180 1280(561) 2800 3200 1180 1280(561) 3600 4000

Visual Circling 1470 1570(793) - 3600 1470 1570(793) - 3600 1570 1670(893) - 5000 1570 1670(893) - 5000

Runway 10 - High Intensity, Cat I Approach Light System, Length 600M = Intermediate Facility. Glide Path Angle 3 Degrees

Runway 27 - High Intensity, Cat I Approach Light System, Length 570M = Intermediate Facility. Glide Path Angle 3 Degrees

Runway 09 - High Intensity, Simple Approach Light System, Length 420M = Intermediate Facility.

VISIBILITY / RVRVISIBILITY / RVROCA MDA(H)MDA(H)

RUNWAY, THR ELEV OCA

Runway 28/29/11 - High Intensity, Cat II Approach Light System, Length 900M = Full Facility. Glide Path Angle 3 Degrees

MDA(H)PROCEDURE

CATEGORY A CATEGORY B

OCAVISIBILITY / RVR


OCA

CATEGORY DCATEGORY C

MDA(H)MDA(H)VISIBILITY / RVR

OCAVISIBILITY / RVR

OCA

CATEGORY D

RESTRICTED MINIMA

VISIBILITY / RVROCA MDA(H) OCA MDA(H)

VISIBILITY / RVR

AERODROME OPERATING MINIMA - DELHI (IGI) AIRPORT AERODROME ELEV. - 777 Ft

NORMAL MINIMA




With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 05 ILS(X) Rwy 05 620 620(262) - 1300 620 620(262) - 1300 620 620(262) - 1300

THR 358 Ft ILS(Y) Rwy 05 620 620(262) - 1300 620 620(262) - 1300 620 620(262) - 1300GPINOP(X/Y) 05 760 760(398) - 2400 760 760(398) - 2400 760 760(398) - 2800VOR Rwy 05 1050 1050(688) - 2400 1050 1050(688) - 2400 1050 1050(688) - 4000NDB Rwy 05 1130 1130(768) - 3600 1130 1130(768) - 3600

RWY 23 -THR 360 Ft -

Visual Circling 1130 1130(768) - 3600 1130 1130(768) - 3600 1130 1130(768) - 4400

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 05 ILS(X) Rwy 05 620 720(362) - 2000 620 720(362) - 2000 620 670(312) - 1600

THR 358 Ft ILS(Y) Rwy 05 620 720(362) - 2000 620 720(362) - 2000 620 670(312) - 1600GP INOP(X/Y) 05 760 860(498) - 2800 760 860(498) - 2800 760 860(498) - 3200VOR Rwy 05 1050 1150(788) - 2800 1050 1150(788) - 2800 1050 1150(788) - 4400NDB Rwy 05 1130 1230(868) - 3600 1130 1230(868) - 3600


Visual Circling 1130 1230(868) - 3600 1130 1230(868) - 3600 1130 1230(868) - 4800

Straight-In Procedure Not Available

MDA(H)

CATEGORY B

Glide Path Angle 3 Degree

CATEGORY C

OCA MDA(H)

RESTRICTED MINIMA




VISIBILITY / RVR


Straight-In Procedure Not Available

OCAVISIBILITY / RVR

CATEGORY A

AERODROME OPERATING MINIMA - DIBRUGARH AIRPORT AERODROME ELEV. - 362 Ft

NORMAL MINIMA




MDA(H) OCAOCA MDA(H)VISIBILITY / RVRVISIBILITY / RVR


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSILS RWY 12 720 720(251) 1300 730 730(261) 1300 740 740(271) 1300GP INOP RWY12 910 910(441) 2400 910 910(441) 2400 910 910(441) 2800

RWY 12 VOR DME Circling Rwy 12 1160 1160(673) 3600 1160 1160(673) 3600 1720 1720(1233) 5000THR 469 Ft NDB Circling Rwy 12 1160 1160(673) 3600 1160 1160(673) 3600 1720 1720(1233) 5000



RWY 12 VOR DME Circling Rwy 12 1160 1260(773) 3600 1160 1260(773) 3600 1720 1820(1333) 5000THR 469 Ft NDB Circling Rwy 12 1160 1260(773) 3600 1160 1260(773) 3600 1720 1820(1333) 5000





Runway 30 - Approach light System Not Available = Basic Facility


RESTRICTED MINIMA



OCA

AERODROME OPERATING MINIMA - DIMAPUR AERODROME AERODROME ELEV. - 487 ft

NORMAL MINIMA



OCAVISIBILITY / RVR


MDA(H) OCA MDA(H)VISIBILITY / RVR

OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 10 VOR DME Rwy 10 800 800(445) 2000 2400 800 800(445) 2000 2400 800 800(445) 2400 2800

THR 355 FT VOR Rwy 10 850 850(495) 2000 2400 850 850(495) 2000 2400 850 850(495) 2400 2800RWY 28 VOR Rwy28 790 790(412) 2400 2400 790 790(412) 2400 2400 790 790(412) 2800 2800

THR 378 Ft ILS Rwy28 640 640(262) 1300 1300 640 640(262) 1300 1300 640 640(262) 1300 1300GPINOP Rwy28 780 780(402) 2400 2400 780 780(402) 2400 2400 780 780(402) 2800 2800Visual Circling 1210 1210(830) - 3600 1210 1210(830) - 3600 1520 1520(1140) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 10 VOR DME Rwy 10 800 900(545) 2400 2800 800 900(545) 2400 2800 800 900(545) 2800 3200

THR 355 FT VOR Rwy 10 850 950(595) 2400 2800 850 950(595) 2400 2800 850 950(595) 2800 3200RWY 28 VOR Rwy28 790 890(512) 2800 2800 790 890(512) 2800 2800 790 890(512) 3200 3200

THR 378 Ft ILS Rwy28 640 740(362) 2000 2000 640 740(362) 2000 2000 640 690(312) 1600 1600GPINOP Rwy28 780 880(502) 2800 2800 780 880(502) 2800 2800 780 880(502) 3200 3200Visual Circling 1210 1310(930) - 3600 1210 1310(930) - 3600 1520 1620(1240) 0 5000

RESTRICTED MINIMACATEGORY C

OCAVISIBILITY / RVR


MDA(H) OCA MDA(H)

Runway 10 - Simple Approach Light System Available - Intermediate Facility (Notam no. A-0896/2003)


VISIBILITY / RVR

Runway 28 - Abridged Simple Approach Light System Available - Basic Facility (Notam no. A-0895/2003)


AERODROME OPERATING MINIMA - GAYA AIRPORT AERODROME ELEV. - 380 Ft

NORMAL MINIMA






OCA

AOM Values stated above are subject to revision due to change in Values of OCA/ facility. Updated AOM may be confirmed from AAI. Rev dated 08.01.2010.Changes are in red

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 02 ILS (X) Rwy02 412 412(250) - 1200 412 412(250) - 1200 412 412(250) - 1200 412 412(250) - 1200

THR 162 Ft ILS (Y) Rwy02 412 412(250) - 1200 412 412(250) - 1200 412 412(250) - 1200 412 412(250) - 1200 GP INOP(Y) Rwy02 580 580(418) - 2400 580 580(418) - 2400 580 580(418) - 2800 580 580(418) - 3200VOR Rwy 02 650 650(488) - 2400 650 650(488) - 2400 650 650(488) - 2800 650 650(488) - 3600

RWY 20 VOR Rwy 20 660 660(498) 2400 660 660(498) 2400 660 660(498) 2800 660 660(498) 3600THR 162 Ft -

Visual Circling 1320 1320(1158) - 3600 1320 1320(1158) - 3600 1420 1420(1258) - 5000 1420 1420(1258) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 02 ILS (X) Rwy02 412 512(350) - 1700 412 512(350) - 1700 412 462(300) - 1500 412 462(300) - 1500

THR 162 Ft ILS (Y) Rwy02 412 512(350) - 1700 412 512(350) - 1700 412 462(300) - 1500 412 462(300) - 1500GP INOP(Y) Rwy02 580 680(518) - 2800 580 680(518) - 2800 580 680(518) - 3200 580 680(518) - 3600VOR Rwy 02 650 750(588) - 2800 650 750(588) - 2800 650 750(588) - 3200 650 750(588) - 4000

RWY 20 VOR Rwy 20 660 760(598) 2800 660 760(598) 2800 660 760(598) 3200 660 760(598) 4000THR 162 Ft -

Visual Circling 1320 1420(1258) - 3600 1320 1420(1258) - 3600 1420 1520(1358) - 5000 1420 1520(1358) - 5000


RUNWAY, THR ELEV


OCA MDA(H)VISIBILITY / RVRVISIBILITY / RVR

OCA MDA(H)

RESTRICTED MINIMA

Glide Path angle 3.25 Degrees



Runway 20 - High Intensity, Abridged Simple Approach Light System. Length 210M = Basic Facility

PROCEDURE VISIBILITY / RVROCA MDA(H)

AOM - GUWAHATI

NORMAL MINIMA



MDA(H)OCA OCA MDA(H)VISIBILITY / RVR

CATEGORY C

OCA

CATEGORY DVISIBILITY / RVR VISIBILITY / RVRVISIBILITY / RVR

MDA(H)OCA MDA(H)



THR 1715 Ft GP INOP Rwy 27 2300 2300(585) 1600 2400 2300 2300(585) 1600 2400 2300 2300(585) 2400 3200 2300 2300(585) 2800 3600VOR DME Rwy 27 2330 2330(615) 1600 2400 2330 2330(615) 1600 2400 2330 2330(615) 2800 3600 2330 2330(615) 3200 4000VOR Rwy 27 2380 2380(665) 1600 2400 2380 2380(665) 1600 2400 2380 2380(665) 2800 3600 2380 2380(665) 3200 4000VOR LCTR (HY) Rwy 27 2300 2300(585) 1600 2400 2300 2300(585) 1600 2400 2300 2300(585) 2400 3200 2300 2300(585) 2800 3600LCTR (HY) Rwy 27 2350 2350(635) 3600 3600 2350 2350(635) 3600 3600 2350 2350(635) 3600 3600 2350 2350(635) 3600 4000


Visual Circling 2590 2590(848) - 3600 2590 2590(848) - 3600 2690 2690(948) - 5000 2690 2690(948) - 5000


THR 1715 Ft GP INOP Rwy 27 2300 2400(685) 2000 2800 2300 2400(685) 2000 2800 2300 2400(685) 3200 4000 2300 2400(685) 3600 4400VOR DME Rwy 27 2330 2430(715) 2000 2800 2330 2430(715) 2000 2800 2330 2430(715) 3200 4000 2330 2430(715) 3600 4400VOR Rwy 27 2380 2480(765) 2000 2800 2380 2480(765) 2000 2800 2380 2480(765) 3600 4400 2380 2480(765) 4000 4800VOR LCTR (HY) Rwy 27 2300 2400(685) 2000 2800 2300 2400(685) 2000 2800 2300 2400(685) 3200 4000 2300 2400(685) 3600 4400LCTR (HY) Rwy 27 2350 2450(735) 3600 3600 2350 2450(735) 3600 3600 2350 2450(735) 3600 4000 2350 2450(735) 3600 4400


Visual Circling 2590 2690(948) - 3600 2590 2690(948) - 3600 2690 2790(1048) - 5000 2690 2790(1048) - 5000



Runway 27 - High Intesity, Cat-I Approach Light System, Length 900M = Full Facility

VISIBILITY / RVR



OCARUNWAY, THR ELEV OCA MDA(H)


AERODROME OPERATING MINIMA - HYDERABAD AIRPORT AERODROME ELEV. - 1742 Ft

NORMAL MINIMA



OCA

CATEGORY D


OCAVISIBILITY / RVR


OCA MDA(H)

RESTRICTED MINIMA

OCA

PROCEDURECATEGORY A

VISIBILITY / RVR


MDA(H)



THR 2535 Ft GP INOP Rwy 04 3240 3240(700) 1600 2400 3240 3240(700) 1600 2400 3240 3240(700) 3200 4000VOR Rwy 04 3210 3210(670) 1600 2400 3210 3210(670) 1600 2400 3210 3210(670) 2800 3600

RWY 22 - - - -THR 2540 Ft - - - -

Visual Circling 3360 3360(820) - 3600 3360 3360(820) - 3600 4120 4120(1580) - 5000


THR 2535 Ft GP INOP Rwy 04 3240 3340(800) 2000 2800 3240 3340(800) 2000 2800 3240 3340(800) 3600 4400VOR Rwy 04 3210 3310(770) 2000 2800 3210 3310(770) 2000 2800 3210 3310(770) 3600 4400

RWY 22 - ` - ` - -THR 2540 Ft - - - -

Visual Circling 3360 3460(920) - 3600 3360 3460(920) - 3600 4120 4220(1680) - 5000

MDA(H) OCA MDA(H)

RESTRICTED MINIMA



……..

Runway 04 - Approach Light System cat1 Available. Full Facility


VISIBILITY / RVR

Runway 22 - Approach Light System Not Available. Basic Facility

Glide Path Angle 3.5 Degrees

OCAVISIBILITY / RVR

AERODROME OPERATING MINIMA - IMPHAL AERODROME AERODROME ELEV. - 2540 Ft

NORMAL MINIMA






OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 25 ILS Rwy 25 2060 2060(224) - 1200 2060 2060(224) - 1200 2060 2060(224) - 1200

THR 1836 Ft GP INOP Rwy 25 2250 2250(414) - 2400 2250 2250(414) - 2400 2250 2250(414) - 2800VOR DME Rwy 25 2260 2260(424) - 2400 2260 2260(424) - 2400 2260 2260(424) - 2800VOR Rwy 25 2310 2310(474) - 2400 2310 2310(474) - 2400 2310 2310(474) - 2800NDB Rwy 25 2340 2340(504) - 3600 2340 2340(504) - 3600 2340 2340(504) - 3600


Visual Circling 2480 2480(630) - 3600 2480 2480(630) - 3600 2710 2710(860) - 4800




Visual Circling 2480 2580(730) - 3600 2480 2580(730) - 3600 2710 2810(960) - 5000

MDA(H) OCA MDA(H)

RESTRICTED MINIMA



Runway 25 - Basic Facility


VISIBILITY / RVR



OCAVISIBILITY / RVR

AERODROME OPERATING MINIMA - INDORE AERODROME AERODROME ELEV. - 1850 Ft

NORMAL MINIMA






OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 24 VOR DME ARC Rwy 22 2110 2110(486) - 2400 2110 2110(486) - 2400 2110 2110(486) - 2800

THR 1624 FtRwy 06 VOR DME ARC Rwy 04 2150 2150(576) - 2400 2150 2150(576) - 2400 2150 2150(576) - 3200

THR 1574 Ft

Visual Circling 2150 2150(526) - 3600 2150 2150(526) - 3600 2300 2300(676) - 4000



THR 330 Ft

Visual Circling 2150 2250(626) 3600 2150 2250(626) - 3600 2300 2400(776) - 4400

Runway 24 - Approach Light System Not available. Basic Facility





RESTRICTED MINIMA



OCA

AERODROME OPERATING MINIMA - JABALPUR AERODROME AERODROME ELEV. - 1624 Ft

NORMAL MINIMA



OCAVISIBILITY / RVR



OCA



THR 1252 Ft GP INOP Rwy 27 1650 1650(398) 1600 2400 1650 1650(398) 1600 2400 1650 1650(398) 2000 2800 1650 1650(398) 2400 3200VOR Rwy 27 2230 2230(978) 2400 3200 2230 2230(978) 2800 3600 2230 2230(978) 4800 5000 2230 2230(978) 5000 5000


NDB Rwy 09 1710 1710(447) 3600 3600 1710 1710(447) 3600 3600 1780 1780(517) 3600 3600 1780 1780(517) 3600 3600

Visual Circling 2230 2230(967) - 3600 2230 2230(967) 3600 2670 2670(1407) - 5000 2670 2670(1407) - 5000


THR 1252 Ft GP INOP Rwy 27 1650 1750(498) 2000 2800 1650 1750(498) 2000 2800 1650 1750(498) 2400 3200 1650 1750(498) 2800 3600VOR Rwy 27 2230 2330(1078) 2800 3600 2230 2330(1078) 3200 4000 2230 2330(1078) 5000 5000 2230 2330(1078) 5000 5000


NDB Rwy 09 1710 1810(547) 3600 3600 1710 1810(547) 3600 3600 1780 1880(617) 3600 3600 1780 1880(617) 3600 4000

Visual Circling 2230 2330(1067) - 3600 2230 2330(1067) - 3600 2670 2770(1507) - 5000 2670 2770(1507) - 5000



Runway 27 - Approach Light System NOT AVAILABLE = Basic Facility

VISIBILITY / RVR



OCARUNWAY, THR

ELEV OCA MDA(H)


AERODROME OPERATING MINIMA - JAIPUR AERODROME AERODROME ELEV. - 1263 Ft

NORMAL MINIMA



OCA

CATEGORY D


OCAVISIBILITY / RVR


OCA MDA(H)

RESTRICTED MINIMA

OCA

PROCEDURECATEGORY A

VISIBILITY / RVR


MDA(H)



THR 457 Ft VOR Rwy 08 1440 1440(983) - 3200 1440 1440(983) - 3600NDB Rwy 08 1380 1380(923) - 3600 1380 1380(923) - 3600

Rwy 26 - - -THR - - -

Visual Circling 1440 1440(962) - 3600 1440 1440(962) - 3600


THR 457 Ft VOR Rwy 08 1440 1540(1083) - 3600 1440 1540(1083) - 3600NDB Rwy 08 1380 1480(1023) - 3600 1380 1480(1023) - 3600

Rwy 26 - - -THR - - -

Visual Circling 1440 1540(1062) - 3600 1440 1540(1062) - 3600

MDA(H)


OCA MDA(H)

RESTRICTED MINIMA




VISIBILITY / RVR


OCAVISIBILITY / RVR

CATEGORY A

AERODROME OPERATING MINIMA - JAMSHEDPUR AERODROME AERODROME ELEV. - 478 Ft

NORMAL MINIMA






With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 23 NDB Rwy 23 690 690(594) - 3600 690 690(594) - 3600

THR 95 FtRWY 05 - - -

THR 95 Ft

Visual Circling 690 690(594) - 3600 690 690(594) - 3600


THR 95 FtRWY 05 - - -

THR 95 Ft

Visual Circling 690 790(694) - 3600 690 790(694) - 3600

MDA(H)


OCA MDA(H)

RESTRICTED MINIMA




VISIBILITY / RVR


OCAVISIBILITY / RVR

CATEGORY A

AERODROME OPERATING MINIMA - KANDLA AERODROME AERODROME ELEV. - 96 Ft

NORMAL MINIMA







THR 161 FtRWY 05 - - -

THR 165 Ft

Visual Circling 730 730(563) - 3600 730 730(563) - 3600


THR 161 FtRWY 05 - - -

THR 165 Ft

Visual Circling 730 830(663) - 3600 730 830(663) - 3600

MDA(H)


OCA MDA(H)

RESTRICTED MINIMA




VISIBILITY / RVR


OCAVISIBILITY / RVR

CATEGORY A

AERODROME OPERATING MINIMA - KESHOD AERODROME AERODROME ELEV. - 167 Ft

NORMAL MINIMA








RWY 01 - - -THR 728 Ft - - -

Visual Circling 1580 1580(852) - 3600 1580 1580(852) - 3600 1680 1680(952) - 5000



RWY 01 - - -THR 728 Ft - - -

Visual Circling 1580 1680(952) - 3600 1580 1680(952) - 3600 1680 1780(1052) - 5000





VISIBILITY / RVR


OCA MDA(H)

RESTRICTED MINIMA



OCA

AERODROME OPERATING MINIMA - KHAJURAHO AERODROME AERODROME ELEV. - 728 Ft

NORMAL MINIMA



OCAVISIBILITY / RVR



OCA



THR 1987 FtRWY 08 -

THR -

Visual Circling 2670 2670(674) 3600 2670 2670(674) 3600


THR 1987 FtRWY 08 -

THR -

Visual Circling 2670 2770(774) - 3600 2670 2770(774) - 3600

AERODROME OPERATING MINIMA - KOLHAPUR AERODROME AERODROME ELEV. - 1996 Ft

NORMAL MINIMA





OCA OCAMDA(H)

PROCEDURECATEGORY A CATEGORY B


VISIBILITY / RVR


RUNWAY, THR ELEV



VISIBILITY / RVROCA MDA(H)OCA


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 01R ILS Rwy 01R 400 400(380) 1300 2100 400 400(380) 1300 2100 400 400(380) 1300 2100 400 400(380) 1300 2100THR 20 Ft GP INOP Rwy 01R 420 420(397) 1600 2400 420 420(397) 1600 2400 420 420(397) 2000 2800 420 420(397) 2400 3200

ASR Rwy 01R 670 670(647) 1600 2400 670 670(647) 1600 2400 670 670(647) 2800 3600 670 670(647) 3200 4000VOR Rwy 01R 420 420(397) 1600 2400 420 420(397) 1600 2400 450 450(427) 2000 2800 470 470(447) 2400 3200LCTR (CA) Rwy 01R 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600

RWY 19R LCTR (DU) Rwy 19R 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600THR 19 Ft -RWY 01L VOR Rwy 01L 420 420(397) - 2400 420 420(397) - 2400 450 450(427) - 2800 470 470(447) - 3200RWY 19L ILS Rwy 19L 247 247(228) 800(550) 1200 247 247(228) 800(550) 1200 247 247(228) 800(550) 1200 247 247(228) 800(550) 1200THR 19 Ft GP INOP Rwy 19L 420 420(397) 1600 2400 420 420(397) 1600 2400 420 420(397) 2000 2800 420 420(397) 2400 3200

ASR Rwy 19L 660 660(637) 1600 2400 660 660(637) 1600 2400 660 660(637) 2800 3600 660 660(637) 3200 4000VOR (X) Rwy 19L 420 420(397) 1600 2400 420 420(397) 1600 2400 430 430(407) 2000 2800 450 450(427) 2400 3200LCTR (DU) Rwy 19L 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600 420 420(397) 3600 3600

Visual Circling 720 720(697) - 3600 720 720(697) - 3600 820 820(797) - 4400 820 820(797) - 4800

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 01R ILS Rwy 01R 400 500(480) 1600 2400 400 500(480) 1600 2400 400 450(430) 1600 2400 400 450(430) 1600 2400THR 20 Ft GP INOP Rwy 01R 420 520(497) 2000 2800 420 520(497) 2000 2800 420 520(497) 2400 3200 420 520(497) 2800 3600

ASR Rwy 01R 670 770(747) 2000 2800 670 770(747) 2000 2800 670 770(747) 3600 4400 670 770(747) 4000 4800VOR Rwy 01R 420 520(497) 2000 2800 420 520(497) 2000 2800 450 550(527) 2400 3200 470 570(547) 2800 3600LCTR (CA) Rwy 01R 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600

RWY 19R LCTR (DU) Rwy 19R 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600THR 19 Ft -RWY 01L VOR Rwy 01L 420 520(497) - 2800 420 520(497) - 2800 450 550(527) - 3200 470 570(547) - 3600RWY 19L ILS Rwy 19L 247 347(328) 1000 1700 247 347(328) 1000 1700 247 297(278) 900(650) 1300 247 297(278) 900(650) 1300THR 19 Ft GP INOP Rwy 19L 420 520(497) 2000 2800 420 520(497) 2000 2800 420 520(497) 2400 3200 420 520(497) 2800 3600

ASR Rwy 19L 660 760(737) 2000 2800 660 760(737) 2000 2800 660 760(737) 3200 4000 660 760(737) 3600 4400VOR(X) Rwy 19L 420 520(497) 2000 2800 420 520(497) 2000 2800 430 530(507) 2400 3200 450 550(527) 2800 3600LCTR (DU) Rwy 19L 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600 420 520(497) 3600 3600

Visual Circling 720 820(797) - 3600 720 820(797) - 3600 820 920(897) - 5000 820 920(897) 5000

MDA(H)OCA MDA(H) MDA(H)VISIBILITY / RVR

OCAVISIBILITY / RVR

AERODROME OPERATING MINIMA - KOLKATA AERODROME AERODROME ELEV. - 23 Ft

NORMAL MINIMA


CATEGORY AVISIBILITY / RVR

OCA

CATEGORY B CATEGORY DCATEGORY CVISIBILITY / RVR

OCA MDA(H)

CATEGORY B CATEGORY C CATEGORY D

RESTRICTED MINIMA


CATEGORY A

OCA MDA(H) OCA MDA(H)VISIBILITY / RVR


Runway 01R - Cat-I Approach Light System. Length 900M = Full Facility restored vide NOTAM A0325/06. Glide Path Angle 3 Degrees

VISIBILITY / RVROCA


Runway 19R - Simple Approach Light System. Length 427M = Intermediate Facility

Runway 01L - Simple Approach Light System. Length 305M = Basic Facility

Runway 19L - Cat-I Approach Light System = Full Facility. Glide Path Angle 3 Degrees



THR 892 FtRWY 08

THR

Visual Circling 1780 1780(884) - 3600 1780 1780(884) - 3600


THR 892 FtRWY 08

THR

Visual Circling 1780 1880(984) - 3600 1780 1880(984) - 3600



VISIBILITY / RVROCA MDA(H)OCA MDA(H)


OCAVISIBILITY / RVR

VISIBILITY / RVR

RESTRICTED MINIMA



OCA

MDA(H)OCA

CATEGORY A



AERODROME OPERATING MINIMA - KOTA AERODROME AERODROME ELEV. - 896 Ft

NORMAL MINIMA




With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY VOR DME Visual Maneuvring 3240 3240(1842) - 3600 3240 3240(1842) - 3600 3240 3240(1842) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY VOR DME Visual Maneuvring 3240 3340(1942) - 3600 3240 3340(1942) - 3600 3240 3340(1942) - 5000

AERODROME OPERATING MINIMA - LENGPUI AERODROME AERODROME ELEV. - 1398 Ft

NORMAL MINIMA



OCA MDA(H) OCA MDA(H)VISIBILITY / RVRVISIBILITY / RVR


RESTRICTED MINIMA



OCA OCA MDA(H)VISIBILITY / RVR






THR 330 Ft

Visual Circling 830 830(500) - 3600 830 830(500) - 3600 930 930(600) - 3600



THR 330 Ft

Visual Circling 830 930(600) 3600 830 930(600) - 3600 930 1030(700) - 4000

AERODROME OPERATING MINIMA - LILABARI AERODROME AERODROME ELEV. - 330 Ft

NORMAL MINIMA





RESTRICTED MINIMA



OCA OCA MDA(H)

Runway 22 - Approach Light System Not available. Basic Facility




VISIBILITY / RVR


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 650 650(249) 800(550) 1200 650 650(249) 800(550) 1200 650 650(249) 800(550) 1200 660 660(259) 800(550) 1300THR 401 GP INOP Rwy 27 800 800(396) 1600 2400 800 800(396) 1600 2400 800 800(396) 2000 2800 800 800(396) 2400 3200

VOR DME Rwy 27 800 800(396) 1600 2400 800 800(396) 1600 2400 800 800(396) 2000 2800 800 800(396) 2400 3200VOR Rwy 27 850 850(446) 1600 2400 850 850(446) 1600 2400 850 850(446) 2000 2800 850 850(446) 2400 3200NDB Rwy 27 850 850(446) 3600 3600 850 850(446) 3600 3600


Visual Circling 900 900(496) - 3600 900 900(496) - 3600 1150 1150(746) - 4400 1150 1150(746) - 4800

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 650 750(349) 1100 1900 650 750(349) 1100 1900 650 700(299) 900(650) 1300 660 710(309) 900(650) 1600THR 401 GP INOP Rwy 27 800 900(496) 2000 2800 800 900(496) 2000 2800 800 900(496) 2400 3200 800 900(496) 2800 3600

VOR DME Rwy 27 800 900(496) 2000 2800 800 900(496) 2000 2800 800 900(496) 2400 3200 800 900(496) 2800 3600VOR Rwy 27 850 950(546) 2000 2800 850 950(546) 2000 2800 850 950(546) 2400 3200 850 950(546) 2800 3600NDB Rwy 27 850 950(546) 3600 3600 850 950(546) 3600 3600


Visual Circling 900 1000(596) - 3600 900 1000(596) - 3600 1150 1250(846) 4800 1150 1250(846) - 5000

CATEGORY DVISIBILITY / RVR

OCA MDA(H)

AERODROME OPERATING MINIMA - LUCKNOW AIRPORT AERODROME ELEV. - 404 Ft

NORMAL MINIMA


CATEGORY A CATEGORY B CATEGORY CVISIBILITY / RVR

OCAVISIBILITY / RVR

Runway 09 - Simple Approach Light System. Length 420M = Intermediate Facility (


OCA MDA(H)

Straight-in Not AvailableStraight-In Not Available

OCA MDA(H)

CATEGORY B



Runway 27 - Cat. I approach lights - Full Facility


Straight-In Not Available Straight-In Not Available



OCAVISIBILITY / RVR

OCAMDA(H)

CATEGORY DRUNWAY, THR

ELEV PROCEDURECATEGORY A


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 VOR DME Rwy 27 830 830(404) - 2400 830 830(404) - 2400 850 850(424) - 2800

THR 426 Ft VOR Rwy 27 880 880(454) - 2400 880 880(454) - 2400 880 880(454) - 2800NDB Rwy 27 960 960(534) - 3600 960 960(534) - 3600 960 960(534) - 3600


Visual Circling 1400 1400(941) - 3600 1400 1400(941) - 3600 1500 1500(1041) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 VOR DME Rwy 27 830 930(504) - 2800 830 930(504) - 2800 850 950(524) - 3200

THR 426 Ft VOR Rwy 27 880 980(554) - 2800 880 980(554) - 2800 880 980(554) - 3200NDB Rwy 27 960 1060(634) - 3600 960 1060(634) - 3600 960 1060(634) - 3600


Visual Circling 1400 1500(1041) - 3600 1400 1500(1041) - 3600 1500 1600(1141) - 5000

AERODROME OPERATING MINIMA - MADURAI AIRPORT AERODROME ELEV. - 459 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV



VISIBILITY / RVR


MDA(H)MDA(H)

CATEGORY CCATEGORY A

OCA


OCA



THR 294 Ft GP INOP Rwy 24 840 840(546) 2000 2400 840 840(546) 2000 2400 840 840(546) 2800 3200VOR DME Rwy 27 800 800(506) - 2400 800 800(506) - 2400 800 800(506) - 2800VOR Rwy 27NDB Rwy 27 890 890(596) - 3600 890 890(596) - 3600 1110 1110(816) - 4800

RWY 09 VOR DME Rwy 09 720 720(399) - 2400 720 720(399) - 2400 720 720(399) - 2800THR 321 Ft VOR Rwy 09

NDB Rwy 09 790 790(469) - 3600 790 790(469) - 3600 790 790(469) - 3600RWY06 VOR RWY 06 910 910(603) 2400 2400 910 910(603) 2400 2400 910 910(603) 3600 3600

Visual Circling 890 890(553) - 3600 890 890(553) - 3600 1110 1110(773) - 4400


THR 294 Ft GP INOP Rwy 24 840 940(646) 2400 2800 840 940(646) 2400 2800 840 940(646) 3200 3600VOR DME Rwy 27 800 900(606) - 2800 800 900(606) - 2800 800 900(606) - 3600VOR Rwy 27NDB Rwy 27 890 990(696) - 3600 890 990(696) - 3600 1110 1210(916) - 5000

RWY 09 VOR DME Rwy 09 720 820(499) - 2800 720 820(499) - 2800 720 820(499) - 3200THR 321 Ft VOR Rwy 09

NDB Rwy 09 790 890(569) - 3600 790 890(569) - 3600 790 890(569) - 3600VOR RWY 06 910 1010(703) 2800 2800 910 1010(703) 2800 2800 910 1010(703) 3600 3600Visual Circling 890 990(653) - 3600 890 990(653) - 3600 1110 1210(873) - 4800

AERODROME OPERATING MINIMA - MANGALORE AIRPORT AERODROME ELEV. - 337 Ft

NORMAL MINIMA




OCA MDA(H) OCAOCA MDA(H)VISIBILITY / RVR


RESTRICTED MINIMA



OCA

CATEGORY CCATEGORY B

Runway 24 - Approach Light System - 420 M - Intermediate Facility.


VISIBILITY / RVROCA

RUNWAY, THR ELEV


Glide Path angle 3 Degrees

VISIBILITY / RVRMDA(H) MDA(H)

Straight-In Approach not Available

PROCEDURECATEGORY A

Straight-In Approach not Available


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS (X/Y)Rwy 27 230 230(208) 800(550) 1200 230 230(208) 800(550) 1200 230 230(208) 800(550) 1200 230 230(208) 800(550) 1200

THR 22 Ft G.P. INOP. Rwy 27 540 540(518) 1600 2400 540 540(518) 1600 2400 540 540(518) 2000 2800 540 540(518) 2800 3600VOR Rwy 27 1020 1020(998) 2400 3200 1020 1020(998) 2800 3600 1020 1020(998) 4800 5000 1020 1020(998) 5000 5000ASR Rwy 27 980 980(958) 2400 3200 980 980(958) 2800 3600 980 980(958) 4800 5000 980 980(958) 5000 5000

Rwy 09 ILS DME Rwy 09 260 260(245) 800 1200 260 260(245) 800 1200 270 270(255) 900 1300 270 270(255) 900 1300THR 15 Ft GP INOP Rwy 09 410 410(395) 2000 2400 410 410(395) 2000 2400 410 410(395) 2400 2800 410 410(395) 2800 3200

VOR DME Rwy 09 620 620(605) 2000 2400 620 620(605) 2000 2400 620 620(605) 3200 3600 620 620(605) 3600 4000ASR Rwy 09 660 660(645) 2000 2400 660 660(645) 2000 2400 660 660(645) 3200 3600 660 660(645) 3600 4000

Rwy 14 ILS DME Rwy 14* 420 420(383) 1700 2100 420 420(383) 1700 2100 440 440(403) 1800 2200 440 440(403) 1800 2200THR 37 Ft GP INOP Rwy 14* 580 580(543) 2000 2400 580 580(543) 2000 2400 580 580(543) 2800 3200 580 580(543) 3200 3600

VOR RWY 14 730 730(693) 2000 2400 730 730(693) 2000 2400 730 730(693) 3600 4000 730 730(693) 4000 4400ASR Rwy 14* 680 680(643) 2000 2400 680 680(643) 2000 2400 680 680(643) 3200 3600 680 680(643) 3600 4000

Rwy 32 VOR Rwy 32 1380 1380(1354) - 3600 1380 1380(1354) - 3600 1380 1380(1354) - 5000 1380 1380(1354) - 5000THR 26 Ft

Visual Circling 1380 1380(1343) - 3600 1380 1380(1343) - 3600 1480 1480(1443) - 5000 1700 1700(1663) - 5000

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS(X/Y) Rwy 27 230 330(308) 1000 1500 230 330(308) 1000 1500 230 280(258) 900(650) 1300 230 280(258) 900(650) 1300

THR 22 Ft G.P. INOP. Rwy 27 540 640(618) 2000 2800 540 640(618) 2000 2800 540 640(618) 2800 3600 540 640(618) 3200 4000VOR Rwy 27 1020 1120(1098) 2800 3600 1020 1120(1098) 3200 4000 1020 1120(1098) 5000 5000 1020 1120(1098) 5000 5000ASR Rwy 27 980 1080(1058) 2800 3600 980 1080(1058) 3200 3600 980 1080(1058) 5000 5000 980 1080(1058) 5000 5000

Rwy 09 ILS Rwy 09 260 360(345) 1400 1800 260 360(345) 1400 1800 270 320(305) 1200 1600 270 320(305) 1200 1600THR 15 Ft GP INOP Rwy 09 410 510(495) 2400 2800 410 510(495) 2400 2800 410 510(495) 2800 3200 410 510(495) 3200 3600

VOR DME Rwy 09 620 720(705) 2400 2800 620 720(705) 2400 2800 620 720(705) 3600 4000 620 720(705) 4000 4400ASR Rwy 09 660 760(745) 2400 2800 660 760(745) 2400 2800 660 760(745) 4000 4400 660 760(745) 4400 4800

Rwy 14 ILS DME Rwy 14* 420 520(483) 2000 2400 420 520(483) 2000 2400 440 490(453) 2100 2500 440 490(453) 2100 2500THR 37 Ft GP INOP Rwy 14* 580 680(643) 2400 2800 580 680(643) 2400 2800 580 680(643) 3200 3600 580 680(643) 3600 4000

VOR RWY 14 730 830(793) 2400 2800 730 830(793) 2400 2800 730 830(793) 4000 4400 730 830(793) 4400 4800ASR Rwy 14* 680 780(743) 2400 2800 680 780(743) 2400 2800 680 780(743) 4000 4400 680 780(743) 4400 4800

Rwy 32 VOR Rwy 32 1380 1480(1454) - 3600 1380 1480(1454) - 3600 1380 1480(1454) - 5000 1380 1480(1454) - 5000THR 26 Ft

Visual Circling 1380 1480(1443) - 3600 1380 1480(1443) - 3600 1480 1580(1543) - 5000 1700 1800(1763) - 5000

AERODROME OPERATING MINIMA - MUMBAI AIRPORT AERODROME ELEV. - 37 Ft

NORMAL MINIMA



OCA MDA(H)

* Straigh-in landing for Runway 14 SHALL NOT be conducted in weather conditions AT or BELOW 500 FT ceiling

MDA(H)

VISIBILITY / RVR


VISIBILITY / RVROCA


VISIBILITY / RVROCA

RESTRICTED MINIMA



OCA MDA(H) OCA MDA(H)

Runway 14 - Approach Light System Cat.I upto 630 M. Glide Path angle 3 Degrees - Intermediate Facility

* Straigh-in landing for Runway 14 SHALL NOT be conducted in weather conditions AT or BELOW 500 FT ceiling

Runway 32 - Simple Approach Light System ( 360 M).- Basic Facility


Runway 27 - High Intensity, Cat-II Approach light System ( 840M). Glide Path Angle 3.3 Degrees - Full Facility


VISIBILITY / RVR

Runway 09 - Cat-I Approach Light System (510M). Glide Path Angle 3 Degrees - Intermediate Facility



THR 1007 Ft GP INOP Rwy 32 1410 1410(403) 1600 2400 1410 1410(403) 1600 2400 1410 1410(403) 2000 2800 1410 1410(403) 2400 3200VOR (X) Rwy 32 1440 1440(433) 1600 2400 1440 1440(433) 1600 2400 1440 1440(433) 2000 2800 1440 1440(433) 2400 3200VOR (Y) Rwy 32 1520 1520(513) 1600 2400 1520 1520(513) 1600 2400 1520 1520(513) 2000 2800 1520 1520(513) 2800 3600NDB Rwy 32 1620 1620(613) 3600 3600 1620 1620(613) 3600 3600 1680 1680(673) 3600 4000 1680 1680(673) 3600 4400

RWY 14 VOR (X) Rwy 14 1460 1460(427) 2000 2400 1460 1460(427) 2000 2400 1460 1460(427) 2400 2800 1460 1460(427) 2800 3200THR 1033 VOR (Y)Rwy 14 1720 1720(687) 2000 2400 1720 1720(687) 2000 2400 1720 1720(687) 3600 4000 1720 1720(687) 4000 4400

Visual Circling 1720 1720(687) - 3600 1720 1720(687) - 3600 1900 1900(867) - 4800 1900 1900(867) - 5000


THR 1007 Ft GP INOP Rwy 32 1410 1510(503) 2000 2800 1410 1510(503) 2000 2800 1410 1510(503) 2400 3200 1410 1510(503) 2800 3600VOR (X) Rwy 32 1440 1540(533) 2000 2800 1440 1540(533) 2000 2800 1440 1540(533) 2400 3200 1440 1540(533) 2800 3600VOR (Y) Rwy 32 1520 1620(613) 2000 2800 1520 1620(613) 2000 2800 1520 1620(613) 2800 3600 1520 1620(613) 3200 4000NDB Rwy 32 1620 1720(713) 3600 3600 1620 1720(713) 3600 3600 1680 1780(773) 3600 4400 1680 1780(773) 4000 4800

RWY 14 VOR (X) Rwy 14 1460 1560(527) 2400 2800 1460 1560(527) 2400 2800 1460 1560(527) 2800 3200 1460 1560(527) 3200 3600THR 1033 VOR (Y) Rwy 14 1720 1820(787) 2400 2800 1720 1820(787) 2400 2800 1720 1820(787) 4000 4400 1720 1820(787) 4400 4800

Visual Circling 1720 1820(787) - 3600 1720 1820(787) - 3600 1900 2000(967) - 5000 1900 2000(967) - 5000

AERODROME OPERATING MINIMA - NAGPUR AERODROME AERODROME ELEV. - 1033 Ft

NORMAL MINIMA





MDA(H)

OCAVISIBILITY / RVR

MDA(H) OCA

MDA(H) OCA

MDA(H)




MDA(H)


Runway 32 - High intensity, Cat-I Approach Light System, Length 913.7M = Full Facility


VISIBILITY / RVR




THR 766 FtRWY 28 - - -

THR - - -

Visual Circling 1260 1260(491) - 3600 1260 1260(491) - 3600


THR 766 FtRWY 28 - - -

THR - - -

Visual Circling 1260 1360(591) - 3600 1260 1360(591) - 3600

AERODROME OPERATING MINIMA - PANTNAGAR AERODROME AERODROME ELEV. - 769 Ft

NORMAL MINIMA





OCA OCAMDA(H)

PROCEDURECATEGORY A CATEGORY B


VISIBILITY / RVR


RUNWAY, THR ELEV






THR 169 Ft GP INOP Rwy 25 680 680(510) - 2400 680 680(510) - 2400 680 680(510) - 2800VOR DME Rwy 25 780 780(610) - 2400 780 780(610) - 2400 780 780(610) - 3600VOR Rwy 25 830 830(660) - 2400 830 830(660) - 2400 830 830(660) - 3600


Visual Circling 830 830(660) 3600 830 830(660) 3600 1050 1050(880) 4800


THR 169 Ft GP INOP Rwy 25 680 780(610) - 2800 680 780(610) - 2800 680 780(610) - 3600VOR DME Rwy 25 780 880(710) - 2800 780 880(710) - 2800 780 880(710) - 4000VOR Rwy 25 830 930(760) - 2800 830 930(760) - 2800 830 930(760) - 4400


Visual Circling 830 930(760) 3600 830 930(760) 3600 1050 1150(980) 5000

AERODROME OPERATING MINIMA - PATNA AERODROME AERODROME ELEV. - 170 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV



VISIBILITY / RVR


MDA(H)MDA(H)



OCA


OCA



THR 14 FtRWY 09 NDB Rwy 09 630 630(607) - 3600 630 630(607) - 3600

THR 23 Ft

Visual Circling 980 980(957) 3600 980 980(957) 3600


THR 14 FtRWY 09 NDB Rwy 09 630 730(707) - 3600 630 730(707) - 3600

THR 23 Ft

Visual Circling 980 1080(1057) 3600 980 1080(1057) 3600


`


AERODROME OPERATING MINIMA - PORBANDAR AERODROME AERODROME ELEV. - 23 Ft

NORMAL MINIMA




RESTRICTED MINIMA



OCAVISIBILITY / RVR

OCAVISIBILITY / RVR

MDA(H)



OCA MDA(H)



With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 05 NDB Rwy 05 560 560(450) - 3600 560 560(450) - 3600 560 560(450) - 3600

THR 110 FtRWY 23

THR

Visual Circling 650 650(499) 3600 650 650(499) 3600 1040 1040(889) 5000


THR 110 FtRWY 23

THR

Visual Circling 650 750(599) 3600 650 750(599) 3600 1040 1140(989) 5000

AERODROME OPERATING MINIMA - RAJAMUNDRY AERODROME AERODROME ELEV. - 151 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV



VISIBILITY / RVR


MDA(H)MDA(H)


OCA


OCA




RWY 05 - - - -THR 438 Ft - - - -

Visual Circling 1500 1500(1059) - 3600 1500 1500(1059) - 3600 1600 1600(1159) - 5000



RWY 05 - - - -THR 438 Ft - - - -

Visual Circling 1500 1600(1159) - 3600 1500 1600(1159) - 3600 1600 1700(1259) - 5000




AERODROME OPERATING MINIMA - RAJKOT AERODROME AERODROME ELEV. - 441 Ft

NORMAL MINIMA








RESTRICTED MINIMA







THR1011 Ft VOR Rwy 06 1490 1490(479) - 2400 1490 1490(479) - 2400 1490 1490(479) - 2800NDB Rwy 06 1490 1490(479) - 3600 1490 1490(479) - 3600 1490 1490(479) - 3600

Visual Circling 1540 1540(499) - 3600 1540 1540(499) - 3600 1640 1640(599) - 3600




THR1011 Ft VOR Rwy 06 1490 1590(579) - 2800 1490 1590(579) - 2800 1490 1590(579) - 3200NDB Rwy 06 1490 1590(579) - 3600 1490 1590(579) - 3600 1490 1590(579) - 3600

Visual Circling 1540 1640(599) - 3600 1540 1640(599) - 3600 1640 1740(699) - 4000

AERODROME OPERATING MINIMA - RAIPUR AERODROME AERODROME ELEV. - 1041 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV

Runway 24 - Approach Light System Not AVAILABLE = Basic Facility


VISIBILITY / RVR


MDA(H)MDA(H)


OCA


OCA



THR 2075 Ft GP INOP Rwy 31 2540 2540(465) - 2400 2540 2540(465) - 2400 2540 2540(465) - 2800 2540 2540(465) - 3600VOR DME Rwy 31 2480 2480(405) - 2400 2480 2480(405) - 2400 2480 2480(405) - 2800 2480 2480(405) - 3200VOR Rwy 31 2780 2780(705) - 2400 2780 2780(705) - 2400 2780 2780(705) - 4000 2780 2780(705) - 4400NDB Rwy 31 2780 2780(705) - 3600 2780 2780(705) - 3600 2780 2780(705) - 4000 2780 2780(705) - 4400


NDB Rwy 13 3030 3030(882) - 3600 3030 3030(882) - 3600 3030 3030(882) - 5000 3030 3030(882) - 5000

Visual Circling 3030 3030(882) - 3600 3030 3030(882) - 3600 3140 3140(992) - 5000 3140 3140(992) - 5000


THR 2075 Ft GP INOP Rwy 31 2540 2640(565) - 2800 2540 2640(565) - 2800 2540 2640(565) - 3200 2540 2640(565) - 4000VOR DME Rwy 31 2480 2580(505) - 2800 2480 2580(505) - 2800 2480 2580(505) - 3200 2480 2580(505) - 3600VOR Rwy 31 2780 2880(805) - 2800 2780 2880(805) - 2800 2780 2880(805) - 4400 2780 2880(805) - 4800NDB Rwy 31 2780 2880(805) - 3600 2780 2880(805) - 3600 2780 2880(805) - 4400 2780 2880(805) - 4800

RWY 13 VOR DME Rwy 13 2680 2780(632) - 2800 2680 2780(632) - 2800 2680 2780(632) - 3600 2680 2780(632) - 4000VOR Rwy 13 3030 3130(982) - 3200 3030 3130(982) - 3600 3030 3130(982) - 5000 3030 3130(982) - 5000NDB Rwy 13 3030 3130(982) - 3600 3030 3130(982) - 3600 3030 3130(982) - 5000 3030 3130(982) - 5000

Visual Circling 3030 3130(982) - 3600 3030 3130(982) - 3600 3140 3240(1092) - 5000 3140 3240(1092) - 5000

AERODROME OPERATING MINIMA - RANCHI AERODROME AERODROME ELEV. - 2148 Ft

NORMAL MINIMA





MDA(H)

OCAVISIBILITY / RVR

MDA(H) OCA

MDA(H) OCA

MDA(H)




MDA(H)


Runway 31 - High Intensity, Simple Approach Light System, Length 180m = Basic Facility


VISIBILITY / RVR



With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 08 VOR DME RWY26 800 800(468) 2000 2400 800 800(468) 2000 2400 800 800(468) 2400 2800

THR 350 FtRWY 26 Circling 1680 1680(1330) - 3600 1680 1680(1330) - 3600 1680 1680(1330) - 5000

THR 332 Ft

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 08 VOR DME RWY26 800 900(568) 2400 2800 800 900(568) 2400 2800 800 900(568) 2800 3200

THR 350 FtRWY 26 Circling 1680 1780(1430) - 3600 1680 1780(1430) - 3600 1680 1780(1430) - 5000

THR 332 Ft

AERODROME OPERATING MINIMA - TIRUPATI AERODROME AERODROME ELEV. - 350 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV



VISIBILITY / RVR


MDA(H)MDA(H)


OCA


OCA



THR 275 Ft GP INOP Rwy 27 680 680(405) 2000 2400 680 680(405) 2000 2400 680 680(405) 2400 2800VOR DME Rwy 27 680 680(405) 2000 2400 680 680(405) 2000 2400 680 680(405) 2400 2800VOR Rwy 27 730 730(455) 2000 2400 730 730(455) 2000 2400 730 730(455) 2400 2800NDB Rwy 27


Visual Circling 830 830(542) - 3600 830 830(542) - 3600 1010 1010(722) - 4000


THR 275 Ft GP INOP Rwy 27 680 780(505) 2400 2800 680 780(505) 2400 2800 680 780(505) 2800 3200VOR DME Rwy 27 680 780(505) 2400 2800 680 780(505) 2400 2800 680 780(505) 2800 3200VOR Rwy 27 730 830(555) 2400 2800 730 830(555) 2400 2800 730 830(555) 2800 3200NDB Rwy 27


Visual Circling 830 930(642) - 3600 830 930(642) - 3600 1010 1110(822) - 4800

Straight-In Approach Withdrawn

OCA MDA(H)VISIBILITY / RVRVISIBILITY / RVR


AERODROME OPERATING MINIMA - TRICHY AERODROME AERODROME ELEV. - 288 Ft

NORMAL MINIMA



OCA MDA(H)

CATEGORY C

OCA MDA(H)

RESTRICTED MINIMA


CATEGORY A CATEGORY BVISIBILITY / RVR

MDA(H)OCA

Runway 27 - Intermediate Facility

Straight-In Approach Withdrawn

Runway 09 - basic Facility


VISIBILITY / RVRVISIBILITY / RVROCA MDA(H)





NDB Rwy 14 730 730(716) - 3600 730 730(716) - 3600 780 780(766) - 4400 780 780(766) - 4800

Visual Circling 730 730(716) - 3600 730 730(716) - 3600 1230 1230(1216) - 5000 1230 1230(1216) - 5000




NDB Rwy 14 730 830(816) - 3600 730 830(816) - 3600 780 880(866) - 4800 780 880(866) - 5000

Visual Circling 730 830(816) - 3600 730 830(816) - 3600 1230 1330(1316) - 5000 1230 1330(1316) - 5000

AERODROME OPERATING MINIMA - THIRUVANANTHAPURAM AERODROME AERODROME ELEV. - 14 Ft

NORMAL MINIMA





MDA(H)

OCAVISIBILITY / RVR

MDA(H) OCA

MDA(H) OCA

MDA(H)




MDA(H)


Runway 32 - Intermediate Facility


VISIBILITY / RVR




THR 1663 Ft GP INOP Rwy 26 2060 2060(397) 2000 2400 2060 2060(397) 2000 2400 2060 2060(397) 2400 2800VOR DME Rwy 26 2220 2220(557) 2000 2400 2220 2220(557) 2000 2400 2220 2220(557) 2800 3200VOR Rwy 26 2310 2310(647) 2000 2400 2310 2310(647) 2000 2400 2310 2310(647) 3200 3600NDB Rwy 26 2390 2390(727) 3600 3600 2390 2390(727) 3600 3600 2390 2390(727) 3600 4000

RWY 08 - - - - - - -THR 1681 Ft - - - - - - -

Visual Circling 2470 2470(786) - 3600 2470 2470(786) - 3600 3170 3170(1486) - 5000


THR 1663 Ft GP INOP Rwy 26 2060 2160(497) 2400 2800 2060 2160(497) 2400 2800 2060 2160(497) 2800 3200VOR DME Rwy 26 2220 2320(657) 2400 2800 2220 2320(657) 2400 2800 2220 2320(657) 3200 3600VOR Rwy 26 2310 2410(747) 2400 2800 2310 2410(747) 2400 2800 2310 2410(747) 4000 4400NDB Rwy 26 2390 2490(827) 3600 3600 2390 2490(827) 3600 3600 2390 2490(827) 4400 4800

RWY 08 - - - -THR 1681 Ft - - - -

Visual Circling 2470 2570(886) - 3600 2470 2570(886) - 3600 3170 3270(1586) - 5000

AERODROME OPERATING MINIMA - UDAIPUR AERODROME AERODROME ELEV. - 1684 Ft

NORMAL MINIMA



OCA MDA(H)

PROCEDURE

RESTRICTED MINIMA



RUNWAY, THR ELEV



VISIBILITY / RVR

Runway 08 - Medium Intensity, Simple Approach Light System, Length 360M = Basic Facility

MDA(H)MDA(H)



OCA


OCA




RWY 04 - - - - -THR 122 Ft - - - - -

Visual Circling 720 720(591) - 3600 720 720(591) - 3600 980 980(851) - 4800 980 980(851) - 5000



RWY 04 - - - - -THR 122 Ft - - - - -

Visual Circling 720 820(691) - 3600 720 820(691) - 3600 980 1080(951) - 5000 980 1080(951) - 5000

AERODROME OPERATING MINIMA - VADODARA AIRPORT AERODROME ELEV. - 129 Ft

NORMAL MINIMA





MDA(H)

OCAVISIBILITY / RVR

MDA(H) OCA

MDA(H) OCA

MDA(H)




MDA(H)


Runway 22 - High Intensity, Simple approach Light System, Length 420M = Intermediate Facility


VISIBILITY / RVR

Runway 04 - High Intensity, Simple Approach Light System, Length 360M


With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS DME Rwy 27 519 519(255) - 1300 519 519(255) - 1300 519 519(255) - 1300

THR 264 Ft GP INOP Rwy 27 670 670(404) - 2400 670 670(404) - 2400 670 670(404) - 2800DVOR DME Rwy 27 660 660(394) - 2400 660 660(394) - 2400 660 660(394) - 2800DVOR Rwy 27 710 710(444) - 2400 710 710(444) - 2400 710 710(444) - 2800

RWY 09 DVOR DME Rwy 09 660 660(394) 2000 2400 660 660(394) 2000 2400 660 660(394) 2400 2800THR 262 Ft DVOR Rwy 09 710 710(444) 2000 2400 710 710(444) 2000 2400 710 710(444) 2400 2800

NDB Rwy 09 710 710(444) 3600 3600 710 710(444) 3600 3600 710 710(444) 3600 3600

Visual Circling 760 760(494) 3600 760 760(494) 3600 860 860(594) 3600

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS DME Rwy 27 519 619(355) - 1900 519 619(355) - 1900 519 569(305) - 1600

THR 264 Ft GP INOP Rwy 27 670 770(504) - 2800 670 770(504) - 2800 670 770(504) - 3200DVOR DME Rwy 27 660 760(494) - 2800 660 760(494) - 2800 660 760(494) - 3200DVOR Rwy 27 710 810(544) - 2800 710 810(544) - 2800 710 810(544) - 3200

RWY 09 DVOR DME Rwy 09 660 760(494) 2400 2800 660 760(494) 2400 2800 660 760(494) 2800 3200THR 262 Ft DVOR Rwy 09 710 810(544) 2400 2800 710 810(544) 2400 2800 710 810(544) 2800 3200

NDB Rwy 09 710 810(544) 3600 3600 710 810(544) 3600 3600 710 810(544) 3600 3600

Visual Circling 760 860(594) - 3600 760 860(594) - 3600 860 960(694) - 4000

AERODROME OPERATING MINIMA - VARANASI AIRPORT AERODROME ELEV. - 266 Ft

NORMAL MINIMA





RESTRICTED MINIMA



OCA OCA MDA(H)






VISIBILITY / RVR



VORDME RWY 26 490 490(420) 2400 490 490(420) 2400THR 70 Ft VOR RWY 26 680 680(610) 2400 680 680(610) 2400RWY 08 -

THR 77 Ft VOR RWY 08 750 750(668) 2400 750 750(668) 2400

Visual Circling 680 680(598) - 3600 680 680(598) - 3600 840 840(758) - 4400


VOR DME RWY 26 490 590(520) 2800 490 590(520) 2800THR 70 Ft VOR RWY 26 680 780(710) 2800 680 780(710) 2800RWY 08 -

THR 77 Ft VOR RWY 08 750 850(768) 2800 750 850(768) 2800

Visual Circling 680 780(698) - 3600 680 780(698) - 3600 840 940(858) - 4800

AERODROME OPERATING MINIMA - VIJAYWADA AERODROME AERODROME ELEV. - 82 Ft

NORMAL MINIMA





RESTRICTED MINIMA



OCA OCA MDA(H)





VISIBILITY / RVR

AOM Values stated above are subject to revision due to change in Values of OCA/ facility. Updated AOM may be confirmed from AAI. Changes are reflected in red.Rev dated 08.01.2010.

RUNWAY PROCEDURETHR ELEV OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY22‐29 FT VOR Rwy 22 500 500(471) 2000 2400 500 500(471) 2000 2400 500 500(471) 2400 2800

Visual Circling 890 890(861) 3600 3600 890 890(861) 3600 3600 920 920(891) 5000 5000

RUNWAY PROCEDUREOCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY22‐29 FT VOR Rwy 22 500 600(571) 2400 2800 500 600(571) 2400 2800 500 600(571) 2800 3200

Visual Circling 890 990(961) 3600 3600 890 990(961) 3600 3600 920 1020(991) 5000 5000

Runway 04 ‐ Approach Light System Not Available. Basic Facility

AERODROME OPERATING MINIMA ‐ SURAT AIRPORT AERODROME ELEV. ‐ 29 FtNORMAL MINIMA

RESTRICTED MINIMA

Runway 22 ‐ Approach Light System Not Available. Intermediate Facility



Revised up to 08‐01‐2010

RUNWAY, THR ELEV PROCEDUREOCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 2225 2225(201) 800(550) 1200 2225 2225(201) 800(550) 1200 2225 2225(201) 800(550) 1200 2225 2225(201) 800(550) 1200THR 2024 Ft GP INOP Rwy 27 2430 2430(406) 1600 2400 2430 2430(406) 1600 2400 2430 2430(406) 2000 2800 2430 2430(406) 2400 3200

VOR Rwy 27 2430 2430(406) 1600 2400 2430 2430(406) 1600 2400 2430 2430(406) 2000 2800 2430 2430(406) 2400 3200ILS Rwy 09 2170 2170(201) 800(550) 1200 2170 2170(201) 800(550) 1200 2170 2170(201) 800(550) 1200 2170 2170(201) 800(550) 1200

RWY 09 GP INOP Rwy 09 2430 2430(461) 1600 2400 2430 2430(461) 1600 2400 2430 2430(461) 2000 2800 2430 2430(461) 2800 3600THR 1969 Ft VOR Rwy 09 2430 2430(461) 1600 2400 2430 2430(461) 1600 2400 2430 2430(461) 2000 2800 2430 2430(461) 2800 3600

Visual Circling 2520 2520(496) ‐ 3600 2520 2520(496) ‐ 3600 2720 2720(696) ‐ 4000 2720 2720(696) ‐ 4400

RUNWAY, THR ELEV PROCEDURE CATEGORY C CATEGORY COCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) SIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 2225 2325(301) 1000 1400 2225 2325(301) 1000 1400 2225 2275(251) 1000 1200 2225 2275(251) 1000 1200THR 2024 Ft GP INOP Rwy 27 2430 2530(506) 2000 2800 2430 2530(506) 2000 2800 2430 2530(506) 2400 3200 2430 2530(506) 2800 3600

VOR Rwy 27 2430 2530(506) 2000 2800 2430 2430(406) 2000 2800 2430 2430(406) 2400 3200 2430 2430(406) 2800 3600ILS Rwy 09 2170 2270(301) 1000 1400 2170 2270(301) 1000 1400 2170 2220(251) 1000 1200 2170 2220(251) 1000 1200GP INOP Rwy 09 2430 2530(561) 2000 2800 2430 2530(561) 2000 2800 2430 2530(561) 2400 3200 2430 2530(561) 3200 4000

RWY 09 VOR Rwy 09 2430 2530(561) 2000 2800 2430 2530(561) 2000 2800 2430 2530(561) 2400 3200 2430 2530(561) 3200 4000THR 1969 Ft Visual Circling 2520 2620(596) ‐ 3600 2520 2620(596) ‐ 3600 2720 2820(796) ‐ 4400 2720 2820(796) ‐ 4800

Glide Path angle 3.3 Degrees FOR RWY 27 AND 09

AERODROME OPERATING MINIMA ‐ RGI AIRPORT SAMSHABAD(HIAL) AERODROME ELEV. ‐ 2024 FtNORMAL MINIMA

RESTRICTED MINIMA


Runway 27 ‐ CAT 1 Approach Light System


CATEGORY D


Revised on 08.01.2010 Revised upto 27‐05‐08

RUNWAY, THR ELEV PROCEDUREOCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 3120 3120(203) 800(550) 1200 3120 3120(203) 800(550) 1200 3120 3120(203) 800(550) 1200 3120 3120(203) 800(550) 1200THR 2917 Ft GP INOP Rwy 27 3420 3420(503) 1600 2400 3420 3420(503) 1600 2400 3420 3420(503) 2000 2800 3420 3420(503) 2800 3600

VOR Rwy 27 3420 3420(503) 1600 2400 3420 3420(503) 1600 2400 3420 3420(503) 2000 2800 3420 3420(503) 2800 3600ILS Rwy 09 3205 3205(204) 800(550) 1200 3205 3205(204) 800(550) 1200 3205 3205(204) 800(550) 1200 3205 3205(204) 800(550) 1200

RWY 09 GP INOP Rwy 09 3620 3620(619) 1600 2400 3620 3620(619) 1600 2400 3620 3620(619) 2800 3600 3620 3620(619) 3200 4000THR 3001 Ft VOR Rwy 09 3620 3620(619) 1600 2400 3620 3620(619) 1600 2400 3620 3620(619) 2800 3600 3620 3620(619) 3200 4000

Visual Circling 3620 3620(616) ‐ 3600 3620 3620(616) ‐ 3600 3870 3870(866) ‐ 4000 3870 3870(866) ‐ 4400

RUNWAY, THR ELEV PROCEDURE CATEGORY C CATEGORY COCA MDA(H) VISIBILITY / RVR OCA MDA(H) VISIBILITY / RVR OCA MDA(H) SIBILITY / RVR OCA MDA(H) VISIBILITY / RVR

With ALS W/O ALS With ALS W/O ALS With ALS W/O ALS With ALS W/O ALSRWY 27 ILS Rwy 27 3120 3220(303) 1000 1400 3120 3220(303) 1000 1400 3120 3170(253) 1000 1400 3120 3170(253) 1000 1400THR 2917 Ft GP INOP Rwy 27 3420 3520(603) 2000 2800 3420 3520(603) 2000 2800 3420 3520(603) 2800 3600 3420 3520(603) 3200 4000

VOR Rwy 27 3420 3520(603) 2000 2800 3420 3520(603) 2000 2800 3420 3520(603) 2800 3600 3420 3520(603) 3200 4000ILS Rwy 09 3205 3305(304) 1000 1400 3205 3305(304) 1000 1400 3205 3255(254) 1000 1200 3205 3255(254) 1000 1200GP INOP Rwy 09 3620 3720(719) 2000 2800 3620 3720(719) 2000 2800 3620 3720(719) 3200 4000 3620 3720(719) 3600 4400

RWY 09 VOR Rwy 09 3620 3720(719) 2000 2800 3620 3720(719) 2000 2800 3620 3720(719) 3200 4000 3620 3720(719) 3600 4400THR 3001 Ft Visual Circling 3620 3720(716) ‐ 3600 3620 3720(716) ‐ 3600 3870 3970(966) ‐ 4400 3870 3970(966) ‐ 4800

Glide Path angle 3.4 Degrees FOR RWY 27 AND 09

AERODROME OPERATING MINIMA ‐ BANGALORE INTERNATIONAL AIRPORT (BIAL) AERODROME ELEV. ‐ 3004 FtNORMAL MINIMA




RESTRICTED MINIMA

CATEGORY D


Revised upto 08‐01‐2010.


Annexure 2

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. In India, monsoon period is a defined period of adverse weather. The meteorological term Monsoon is traditionally defined as a seasonal reversing wind pattern accompanied by seasonal changes in precipitation. The season usually lasts from June to September and is dominated by the humid southwest summer monsoon, which slowly sweeps across the country beginning in May or early June. Monsoon rains begin to recede from North India at the beginning of October. The actual dates of arrival and departure of the Indian Monsoon are forecast each year by the India Meteorological Department (IMD) These can be perused on the website of IMD. 2. Purpose: Despite the annual occurrence and predicted regularity of the Indian Monsoon, aviation incidents/ accidents occur every year. Analysis has shown that most of the incidents and accidents, that have occurred, were not generally attributable to inadequacies in aircraft performance but occurred mostly due to various deficiencies/shortcomings of the human element. 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 Indian Monsoon with relevant, specific and mandatory regulatory guidelines is essential. Operators are to ensure that only pilots qualified as per this circular are detailed for flights into adverse weather/ monsoon affected regions 3. Pilots who have Obtained Command Rating for the First Time: Pilots, who have obtained their command rating on Jet Transport aircraft for the first time, will fall under this category, even if they have flown earlier in Turbo-prop aircraft. The following additional criteria must be fulfilled:

(a) Should have operated as a P2 during a minimum of one monsoon season prior to obtaining PIC rating for the first time.



(b) Should have at least 100 hours PIC experience on type before being released to fly as PIC during adverse weather/monsoon conditions. In cases where a PIC is short of the 100 hours requirement or his endorsement has been obtained prior to or during adverse weather/monsoons, the PIC may continue to fly from LHS with Examiners/Instructors/Check Pilots during adverse weather/monsoon conditions till they achieve 100 hours.

Note: For the purpose of this circular, 100 hours of PIC must include actual time in the left seat and NOT include hours logged as a cruise captain. Such flying would maintain his continuity and could be covered as “P1 Performance Monitoring”. Operators who do not have any Training Captains shall get FSD approval for their qualified and experienced Pilots having a minimum of 500 Hrs PIC experience on type, to occupy the RHS as PIC for non-adverse weather/monsoon qualified Pilots and give guidance and help making decisions during adverse weather/monsoon conditions. 4. Adverse Weather/Monsoon Training and Checks All Operators are to provide adverse weather/monsoon ground training as below to all their pilots irrespective of the fact that they may have flown during previous monsoon periods. All pilots are to undergo simulator training and checks as below before they are released to fly as PIC on a new type in actual or forecast, adverse weather/ monsoon conditions

(a) Ground Training Ground training shall cover, but not be limited to:

(i) Aircraft Performance during Take-off and Landing with specific emphasis on wet and contaminated runway conditions.

(ii) Calculation of Take-off and Landing field lengths and impact of individual

failure events (type specific).

(iii) Use of Weather Radar (type specific)

(iv) Techniques of Weather Avoidance.

(v) Indian Monsoon climatology

(vi) ALAR and Adverse Weather Tool Kit

(b) Simulator Training:



(i) Two hours simulator training (in the form of LOFT) for adverse weather/monsoon operations covering all aspects of adverse weather/monsoon conditions likely to be encountered en-route and in terminal areas covering aircraft performance related to wet/ contaminated runway conditions combined with MEL dispatch. Increased emphasis on landing performance should be given including assessment of landing distance required in reduced braking effectiveness vs. actual Landing Distance Available (Safety Margins).

(ii) Two hours simulator check for adverse weather/monsoon operations to

cover pre-monsoon, monsoon and post monsoon weather .

(c) Aircraft not having Simulator (i) Pilots of such Operators will undergo ground training as given above. This

training should be arranged as close as possible to the onset of Monsoon season as forecast by the Indian Meteorology Department.

(ii) Two sector Route Check on aircraft. The check has to be done in actual

adverse weather/ rain conditions for landing.

5. General Conditions: (i) Minimum total cockpit experience level of the crew as PIC and Co-Pilot should

not be less than 500 hours on type. (ii) No supervised take-offs and landings in actual adverse weather/monsoon

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.

(iv) A list of commanders operating as PICs for the first monsoon on type is to be forwarded to Flight Standards Directorate, DGCA Hqrs., by all the Operators, by 15th of May of every year. The names of Commanders released on type subsequent to this date till the onset of pre-monsoon shall also be forwarded at the earliest.

(v) ILS approaches are to be preferred to non-precision approaches. In case of non-precision approaches, emphasis must be given on Constant Angle Non-Precision Approaches (CANPA) Ref. Operations Circular 1 of 2005. Operators who have not introduced/ adopted CANPA in their flight procedures are required to do so, along with flight crew training, at the earliest.

(vi) Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on “ALAR India Training Tool Kit and Circular No.9 of 2009 – Standard Operating Procedures).

(vii) PANS OPS procedures for speed control in terminal areas must be followed. (viii) Flight Manual limitations and Company SOPs must be strictly adhered to. (ix) Go around procedure in case of wind shear and stall and recovery procedure

must be reviewed as per Operations Circular 2 of 2001. (x) All Operators are required to follow a non-reprisal policy for Go around and

Diversion,



(xi) Documentation about upset recovery technique for specific airplane must be reviewed.

(xii) 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)

6. MEL Requirements

The following equipment shall be serviceable during adverse weather/monsoon conditions operations in Indian Airspace.:

(a) For aircraft requiring transponder and TCAS, both must be serviceable.

(b) GPWS/EGPWS must be serviceable. (c) All deceleration devices including Thrust reversers must be

serviceable. (d) Anti-skid system must be serviceable. (e) Wind shield wipers (where fitted) on both sides must be serviceable. (f) Anti – icing and de-icing must be serviceable. (g) At least one Weather RADAR system must be serviceable. (h) Groove on tyres must be visible out of base stations.

The following items even though un-serviceable, could be accepted “to return direct to base station for maintenance” (i.e. one landing only) subject to acceptable weather conditions at departure and destination station”.

(a) Transponder/TCAS (not in RVSM airspace) (b) GPWS/EGPWS – subject to all other instrumentation (to co-relate

position) being serviceable and flight crew to have satisfactory terrain awareness.

(c) 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.

(d) Anti-Skid system – Subject to performance limitations. (e) Wind-shield Wipers (where fitted) – Subject to the PIC side (LHS) being

serviceable. (f) Anti-icing and De-icing – Subject to performance limitations.

Note 1: Clubbing of 6 (c) and (d) is not permitted. So also, any system degradation causing impact on Flight Controls/Thrust Reversal/Anti-skid must be carefully weighed. 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. Note 3: For Simulator Monsoon Training and checks: the ADL must be revised to reflect the following functions must be operative: • Weather Radar.



• Appropriate Hi-Fidelity Special Effects for weather, turbulence/ windshear, wet/contaminated runway etc. as applicable.



Annexure 3

Continuous Descent Final Approach (CDFA)

A CDFA is a specific technique for flying the final-approach segment of an 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 50ft above the landing runway threshold or the point where the flare maneuver should begin for the type of aeroplane flown. A CDFA technique is recommended where possible to reduce the risk of CFIT. For those cases where the CDFA technique is not applied, e.g. if a step-down approach technique has been used, there is a need for additional visibility/RVR. If the approach is not stable at a critical moment, the pilot may need additional reaction time for the vertical maneuver. When executing an approach without using a CDFA technique, the visibility/RVR minima is increased by 200 m for CAT A and B aircraft, and increased by 400 m in case of CAT C and D to aid the visual transition to landing. This Annexure highlights some of the advantages of the use of a CDFA technique for existing approaches that do not otherwise use a VNAV or ILS glide path. For approaches that do not use VNAV or an ILS glideslope or glide path, a CDFA technique is recommended. When electronic or a pre-stored computed vertical guidance is not used, vertical speed or flight path angle may be used to achieve a CDFA profile. Compared to the traditional descent approach technique, where the aircraft descends step-by-step prior to the next minimum altitude, the CDFA technique has safety and operational advantages, such as standardization of procedures, simplification of the decision process (one technique, one decision at one point), increased height above obstacles, use of a stable flight path, reduced noise and reduced fuel burn. The CDFA technique can be flown on most published approach when VNAV or ILS is not available. In case of the application of the CDFA technique, on many procedures the DDA (as given in Ops Circular 1 of 2005) may be used safely as a decision altitude provided the go-around maneuver is initiated not later than the DDA. Any height-loss associated with the missed approach climb should be minimized through instruction and training including strict adherence to path and speed and decision making ensuring immediate actions at the MDA. It is required that flight crews add a prescribed altitude increment to the MDA depending on type of aircraft, (minimally 50’) to determine the altitude at which the vertical transition to the missed approach should be initiated in order to prevent descent below the MDA. or transgression below the OCH past the MAPt In such cases, there is no need to increase the RVR or visibility requirements for the approach. Any turning maneuver associated with the missed approach should be initiated no earlier than the MAPt. Approach procedures are designed to include additional safety buffers. Delay in the initiation of the missed approach manoeuvre may result in infringement of these buffers. Flight crews should always be prepared in advance to initiate a missed approach procedure if necessary. The operator should ensure that, prior to conducting CDFA, each flight crewmember intending to fly CDFA profiles undertakes training appropriate to the aircraft, equipment, and instrument approach procedures to be flown.



Annexure 4

Guidance Material for Low Visibility and ILS CAT I/II/III 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, and the limitations associated with each method, the characteristics of fog and its effect on the relationship of RVR to the pilot’s visual segment and the problems of visual illusions;

f) Influence of wind shear, turbulence and precipitation;

g) the pilot’s tasks at DA/H, MDA/H or MAPt, the use of visual cues, their availability and limitations in reduced RVR and various glide path angles, pitch attitudes and cockpit cut-off angles, the heights at which various cues may be expected to become visible in actual operations, procedures and techniques for transition from instrument to visual reference, including the geometry of eye-height, wheel height, antenna position and pitch attitude with reference to various pitch attitudes;

h) action to be taken if the visibility deteriorates when the aeroplane is below DA/H or MDA/H, and the techniques to be adopted for transition from visual to instrument flight;

i) Action in the event of equipment failure, both above and below DA/H or MDA/H;

j) Significant factors in the calculation or determination of aerodrome operating minima, including height loss during the missed approach manoeuvre 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



The all-weather operations programme for initial and recurrent training should provide simulator and/or in-flight training on the particular aeroplane type for all flight crew members.

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;

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.

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.

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. Consideration should be given to a recency requirement, i.e. that pilots should carry out a minimum number of practice or actual instrument approaches each month (or other suitable period) to maintain their instrument flying qualification. This recency requirement is in no way a substitute for recurrent training. Further, recurrency in Cat III Operations does not constitute as recurrency in Cat II Operations.

It is understood that the precise nature and scope of the operations manual with respect to all weather operations will vary from operator to operator and among different aeroplanes with different equipment. The following items should always be included:



a) Standardized flight crew procedures for instrument approaches applicable to the aeroplane in question, including the allocation of flight crew duties in the operation of aeroplane equipment, and allocation of responsibility for cross-monitoring during approach and landing. These procedures should ensure that:

1) One pilot continues to monitor the instruments during the visual phase at and below DA/H or MDA/H;

2) standardised callouts include verbal recognition of critical altitudes or fixes, including an approaching minima call at a height of, for example 100 ft above the MDA(H)/DA(H) in order to prevent inadvertent descent below the applicable descent limit;

3) the need is emphasized for strict adherence to the minimum crossing altitudes of step-down fixes along the final approach path for approach procedures other than ILS

4) It is preferable to use a continuous descent final approach technique with emphasis on the importance of being stabilized at the required height above the runway threshold;

b) Minima for take-off;

c) Minima for each type of approach;

d) Any increments to be added to the minima in the event of airborne or ground system deficiencies or failures;

e) Any increments to be added to the minima for use by the pilot-in-command recently converted to type, together with the period during which the increased minima should apply;

f) Authority for the pilot-in-command to apply higher values of minima as judged to be required by circumstances;

g) Action to be taken when weather conditions deteriorate below minima;

h) Guidance on the visual references required for continuation of the approach below DA/H or MDA/H;

i) Requirements for a take-off alternate when conditions at the departure aerodrome are below landing minima;

j) Checks for satisfactory functioning of equipment both on the ground and in the air;

k) A list of aeroplane equipment allowable deficiencies; and

l) Identification of aeroplane system or equipment failures requiring abnormal or emergency actions.

The transition from flight on instruments to flight using visual references is not an instantaneous occurrence. Assuming a stable approach path in limited visibility conditions, the first visual contact with the visual aids or on identifiable features in the approach area for approaches other than ILS may do no more than indicate to the pilot that the aeroplane is in the final approach area; a pilot will generally need to keep visual contact for a period of



several seconds in order to assess the aeroplane position relative to the approach centreline as well as any cross track velocity. Of more importance is the assessment of the expansion of the visual scene that occurs during this period. Since this assessment should occur before the pilot makes a decision to continue the approach, it follows that visual contact normally should occur above either the decision altitude (height), or the minimum descent altitude (height). The visual scene would normally be expected to expand as the aeroplane descends. To assist the transition into visual conditions, the pilot’s scan pattern may still include reference to the aeroplane instruments below decision altitude (height), or minimum descent altitude (height).

Low weather minima operations call for special procedures and instructions to be included in the operations manual, but it is desirable that any such procedures should also be used as the basis for all operations, in order to provide the same operating philosophy for all categories of operations. These procedures cover all foreseeable circumstances so that flight crews are fully-informed as to the correct course of action which should be followed. This is particularly true for the last part of the approach and landing where limited time is available for decision making. Possible modes of operation include:

a) Manual take-off;

b) Manual approach and landing;

c) Coupled approach down to DA (H), manual landing thereafter;

d) Coupled approach to below DA (H), but manual flare and landing;

e) Coupled approach followed by auto-flare and auto-landing; and

f) Coupled approach followed by auto-flare, auto-landing and auto-rollout.

The precise nature and scope of procedures and instructions should be a function of the airborne equipment used and the flight deck procedure applied. Flight crew member duties during take-off, approach, flare, roll-out and missed approach are to be clearly delineated in the operations manual. Particular emphasis should be placed on flight crew responsibilities when transitioning from non-visual conditions to visual conditions, and on procedures to be used in deteriorating visibility or when failures occur. Special attention should be paid to the distribution of flight deck duties to ensure that the workload of the pilot making the decision to land or to execute a missed approach enables the pilot to concentrate on supervision and decision-making.

The following areas are emphasised:

a) Checks for satisfactory functioning of equipment, both on the ground and in flight;

b) Effects on minima caused by changes in the status of the ground installations;

c) Use and application of RVR reports from multiple runway positions and sensors;



d) pilot assessment of aircraft position and monitoring of the performance of the automatic flight control system, the effects of the failure of any required portion of the automatic flight control system or instruments used with the systems, and action to be taken in the event of inadequate performance or failure of any portion of either the system or the associated instruments;

e) Actions to be taken in case of failures, such as engines, electrical system, hydraulics, and flight control systems;

f) Allowable aeroplane equipment deficiencies;

g) precautions necessary when making practice approaches where full ATC procedures to support Category III operations are not in force, or when ILS ground equipment of a lower standard is used for Category II or III operations;

h) Operating limitations resulting from airworthiness certification; and

i) Information on the maximum deviation allowed from the ILS glide path and/or localizer from the region of the decision altitude (height) down to touchdown, as well as guidance regarding the visual reference required.

Experience has demonstrated that it is useful for operators to establish procedures for the gradual introduction of low weather minima operations. This suggests a conservative approach to the implementation of all weather operations through a gradual reduction in meteorological criteria commensurate with experience Such procedures are normally aimed at:

a) The practical evaluation of airborne equipment before commencing actual operations.

b) Accumulation of experience with the procedures discussed above before commencing actual operations and, if necessary, the adjustment of those procedures;

c) Accumulation of actual operating experience with aerodrome operating minima within the authorized category of operation, but not as low as the lowest limit of the category;

d) Accumulation of operating experience using Category II operations minima before proceeding to Category III operations minima;

e) Providing, for analysis purposes, a means of pilot reporting on ground and airborne system performance;

f) Accumulation of flight crew experience; and

g) Accumulation of experience in the maintenance of particular equipment.

Ground training

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 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 manoeuvring area;

b) the characteristics of the visual aids (e.g. approach lighting, touchdown zone lighting, centreline lighting), and the limitations on their use as visual cues in reduced visibility with various glide path angles and cockpit cut-off angles, and the heights at which various cues may be expected to become visible in actual operations;

c) the operation, capabilities and limitations of the airborne systems (e.g. the automatic flight controls systems, monitoring and warning devices, flight instruments, including altimetry systems and the means the pilot has to assess the position of the aeroplane during the approach, touchdown and roll-out);

d) Approach, including missed approach procedures and techniques, including descriptions of the factors affecting height loss during missed approach in normal and abnormal aeroplane configurations;

e) the use and limitations of RVR, including the applicability of RVR readings from different positions on the runway, the different methods of measuring and assessing RVR, the conversion method of Visibility into an RVR (CMV), 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;



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.

Training aids may include films of approaches in actual conditions and the use of an approved visual flight simulator. 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.

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.

Flight training and proficiency programme

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. Additionally, before a pilot is authorized to operate to Category II or III minima, the pilot should have gained experience in using the appropriate procedures in meteorological conditions above the relevant minima. 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.

Initial training can most effectively be carried out in an approved visual flight simulator. 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 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.

The flight 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.

Simulation techniques

Simulation techniques are a valuable training aid for limited visibility operations. Simulators 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 visual flight simulator 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:

1) The aeroplane system; and

2) The ground system;

e) Transition from instrument to visual flight; and

f) Transition from visual to instrument flight at low level.



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.

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 flight simulator for recurrent training, proficiency checking, and renewal of ratings assumes increased importance.

Recency requirements

Some operators actively encourage or require operators and pilots to 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.



Annexure 5

REFERENCES

Convention on International Civil Aviation (Chicago Convention) (Doc 7300)

Annexes to the Convention:

Annex 1 — Personnel Licensing

Annex 2 — Rules of the Air

Annex 3 — Meteorological Service for International Air Navigation

Annex 4 — Aeronautical Charts

Annex 5 — Units of Measurement to be Used in Air and Ground Operations

Annex 6 — Operation of Aircraft, Part I — International Commercial Air Transport - Aeroplanes

Annex 8 — Airworthiness of Aircraft

Annex 10 — Aeronautical Telecommunications, Volume I Radio Navigation Aids,

Annex 11 — Air Traffic Services

Annex 14 — Aerodromes, Volume I — Aerodrome Design and Operations

Annex 15 — Aeronautical Information Services

Procedures for Air Navigation Services:

Aircraft Operations (PANS-OPS) (Doc 8168)

Volume I - Flight Procedures

Volume II - Construction of Visual and Instrument Flight Procedures

Air Traffic Management (PANS-ATM) (Doc 4444)

Manuals:

Aerodrome Design Manual (Doc 9157)

Part 2 — Taxiways, Aprons and Holding Bays

Part 3 — Pavements

Part 4 — Visual Aids

Part 5 — Electrical Systems

Aeronautical Chart Manual (Doc 8697)



Aeronautical Information Services Manual (Doc 8126)

Advanced Surface Movement Guidance and Control Systems (SMGCS) Manual (Doc 9830)

Air Traffic Services Planning Manual (Doc 9426)

Airport Services Manual (Doc 9137)

Part 6 — Control of Obstacles

Part 9 — Airport Maintenance Practices

Airworthiness Manual (Doc 9760)

Manual of Aeronautical Meteorological Practice (Doc 8896)

Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335)

Manual of Runway Visual Range Observing and Reporting Practices (Doc 9328)

Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476)

Manual on Testing of Radio Navigation Aids (Doc 8071)

Volume I - Testing of Ground-based Radio Navigation Systems

Volume II - Testing of Satellite-based Radio Navigation Systems

Performance-Based Navigation Manual (Doc 9613)

Preparation of an Operations Manual (Doc 9376)

Safety Management Manual (Doc 9859)

Related Reading Material:

OPERATIONS: Circular No. 3 of 1996 - Missed Approach by Pilots during Final Approach to Land. Circular No. 2 of 2001 - Operational Training & Procedures: Pilots. Circular No. 4 of 2010 - Approach And Landing Accident Reduction (ALAR) And

Controlled Flight Into Terrain (CFIT) Prevention Training. Circular No. 1 of 2003 - ALAR India Training Tool Kit. Circular No. 1 of 2009 & 11 of 1995- Controlled Flight into Terrain. Circular No. 5 of 2002 - Enhanced Ground Proximity Warning System (EGPWS) -

Operation and Training. Circular No. 3 of 2009 - Reduced Effectiveness Of TAWS/EGPWS Equipment. Circular No. 1 of 2005 - Guidance to Operators for Conducting Constant Angle Non-

Precision Approaches (CANPA). Circular No. 9 of 2009 - Standard Operating Procedures.



Circular No. 6 of 2009 - Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training.

Circular No. 8 of 2009 - Crew Resource Management Training. Circular No. 2 of 2009 - Communication And Coordination Between Flight Crew

members And Cabin Crews. Circular No. 3 of 2010 - Pilot's Spatial Disorientation. Circular No. 3 of 2010 - Vertical Speed Indicator. Circular No. 1 of 2010 - Mode Awareness and Energy State Management Aspects of

Flight Deck Automation. Circular No. 4 of 2009 - Dispatcher/ Flight Operations Officer Resource Management

Training.

AIR SAFETY : Circular ASC 7 of 2005 Monsoon Circular 2007 Circular ASC 4 of 2002

References: - 1. Ramage, C., Monsoon Meteorology. International Geophysics Series, Vol. 15, 296

pp., Academic Press, San Diego, Calif. 1971. 2. Trenberth, .K.E., Stepaniak, D.P., Caron, J.M., 2000, The global monsoon as seen

through the divergent atmospheric circulation, Journal of Climate, 13, 3969-3993. 3. Glossary of Meteorology (June 2000). "Monsoon". American Meteorological

Society. 4. International Committee of the Third Workshop on Monsoons. The Global

Monsoon System: Research and Forecast.


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