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Changes AWO CAR Revision 7

S.R.IYER

1. New Definitions

Enhanced Vision System (EVS)


Equivalent position
Fail operational hybrid landing system
Head up display approach and landing guidance system
(HUDLS)
GLS Instrument approach based on GBAS

2. DH for CAT IIIA is lower than 100 ft or no DH


3. AOM Normal and Restricted

Restricted AOM applies to PICs till they gain command


experience of 100 hrs on type and PICs operating
without recency of experience to airport with
difficult approach terrain ( Destination airport ).
100+DA(H)/MDA(H) & 400M+RVR/VIS of Normal
AOM

4. Normal AOM A new Class of lighting NALS - No


approach light system (any app light<210m or no
approach lights)
Approach
lightings
do
not
include
runway
edge/threshold/end lights
Lowest system DH/MDH for various instrument
approach procedures are given in Table 3
Visibility/ RVR /CMV minima for different DH/MDH as
per the class of lighting facility (FALS/IALS/BALS /NALS)
are given in Table 4
CAT I approaches lower minima is as per Table 4 and
the highest minima is capped at 1500m for CAT A/B
and 2400m for CAT C/D aircraft (Table 5)*
* Subject to conditions in Para 11.3.8 a of the CAR

5 For CDFA approaches the minimum RVR/VIS/CMV shall


be highest of the values derived from Table 4 or 5 but
maximum value is capped at CAT A/B -1500m & CAT
C/D 2400m.( Subject to conditions in Para 11.3.8 b).
NOTE FAF can also be fixed by FMS/RNAV distance
to threshold
6 NPA not meeting conditions in Para 11.3.8 b. &
MDH>1200 ft, visibility minimum shall be highest of
the values derived from Table 4 or 1000m for Cat A/B
& 1200m for CAT C/D aircraft. Maximum value will be as
per Table 4 depending on MDH .
7 The effect of failed/ downgraded equipment on landing
minima is shown in Table 5a.
Failure of RCLL/RTZL raises CAT I minima to RVR 750m .
Failure of runway edge/ threshold/ centre line lights will not affect
minima during day.
Late reporting of equipment (below 1000 ft on approach) the pilot
may use his discretion to continue with app. Otherwise the impact
of failed/downgraded equipment on minima has to be considered.

CDFA Approach(Ops Cir 2/14)


Continuous Descent Final Approach without
level off segment
At or above FAF altitude till 50 over THR or up
to Flare manoeuvre
Stabilised approach shall be stabilised by
1000AFE(500 Visual CCT Pattern)- on correct
Lat & Ver path, speed range VApp-5 to +10 kts,
not >1000 fpm Ver/Lat dvn within limit as per
FCOM / FCTM (OM 25.1.2)

Instrument App Procedure

Lowest DH/MDH

ILS/MLS/GLS
RNAV with apvd vertical guidance

200 ft
200 ft

LLZ,VOR/DME
VOR.NDB/DME,SRA(term at 1 NM)
RNAV w/o apvd vertical guidance

250 ft
300 ft
300 ft

NDB,VDF
SRA(term at 2 NM or more)

300 ft
350 ft.

Type A approach DH/MDH 250& above


Type B approach DH < 250
2D approach Lateral Navigation
3D approach Lateral & Vertical Navigation

DH OR MDH
In ft

FALS

IALS

BALS

NALS

200-210

550

750

1000

1200

241-250

550

800

1000

1300

251-260

600

800

1100

1300

281-300

650

900

1200

1400

301-320
321- 340

700
800

1000
1100

1200
1300

1400
1500

341-360
361-380
401-420
481-500

900
1000
1200
1500

1200
1300
1500
1800

1400
1500
1700
2000

1600
1700
1900
2200

1600
1800
2400
2500
4100
5000

1900
2100
2700
2800
4400
5000

2100
2300
2900
3000
4600
5000

2400
2500
3100
3200
4900
5000

501-520
541-560
661-680
681-700
1001-1100
1201& above

RVR minima less than 750 M is used


a)for CAT I approach when RWY has FALS
& RCLL/RTZL or
b)for CAT I app without RCLL/RTZL
if
conducted as coupled approach or flight
director flown approach to DH
c) for RNAV app with vertical navigation
with FALS/RCLL/RTZL using HUD

CAT I APPROACHES when RVR not avbl at DEL


Light

RWY

IALS

27

FALS

28

DH

AOM

VIS

Yes/No?

270

R900 M

700 M

200

R550 M

700 M

NO
NO

LVTO FROM RWY 28 DEL


THR RVR

MID RVR

END RVR

300 M
300 M
300 M
-----

200 M
150 M
----200 M

-------------200 M

Yes/No?
?
?
?
?

YES
NO
YES
NO

8.CMV allowed only if length of approach light is


minimum 420m
(FALS & IALS) and CMV cant be calculated for
AOM values less than R 800 m when RVR is not
reported / available (Paras 5 & 6 of Annexure 2 to the
CAR). AOM less than 800 m authorised only with
RVR(Inst or Manual)- Ref CAR Sec 8 Ser C Rev 7 &
Para 14 and CAR Sec 8 Series O Rev 4 PARA 4.2.8.5
9. AOM Take off: - Relevant(multiple) RVR required
for LVTO < 200m. TALT Wx at least Cat I minimum.
In non-normal configuration capable of climbing to, &
maintaining altitude with obstacle clearance and nav
signals. LVTO with RVR 125 M for all type of aircraft
with HIRL & RCLL space 15 M or less. Lowest of 3
RVRs is controlling.(OM 7.4.2 Note 2 & Car Sec8
SerC Rev7 Appx2 para 18)

When the horizon is divided into 8 sectors, the visibility prevailing in 4 or


more sectors will be reported as prevailing visibility along with the sector
of the lowest visibility :

Table 9.(Dest /En


route Alt Minima)
Approach Facility
Configuration

Ceiling DA/H or
MDA/H

Airport with One IAL


operation

Authorised DA/H or
MDA/H + 400 ft

Authorised Visibility +
increment
of 1500 m

Airport with 2 IAL


operation to different
runways for straight
in approach

Authorised DA/H or
MDA/H + increment of
200 ft

Authorised Vis + increment


of 800 m.

Airport with Cat II or


III and at least 2
IALs to different
runways for straight
in approach

Cat II Ceiling of 300 ft


OR Cat III ceiling of
200 ft

Cat II visibility of RVR


1200 m or for Cat III
RVR of 550 m

RVR

10 a) Approach Ban Policy - If VIS/RVR goes below


minima above ABP (below 1000 ft above
aerodrome / into final approach segment)
approach is discontinued and if below ABP,
continue to DA(H) and land ,if visual
b) TDZ RVR always controlling. If reported and
relevant Mid/End RVRs also controlling. The minimum
Mid RVR is 125 m or TDZ RVR if less and End RVR
50 m.(CATIII B with rollout guidance Mid RVR is 50
m). Ref para 4.6.6 Car Sec8 Ser C Part I Rev7

11. Cat I TDZ RVR, Cat II TDZ & Mid RVRs and Cat III
TDZ/Mid/End RVRs required. While TDZ RVR is always
controlling, other RVRs, if reported & relevant are
also controlling (ref table PTO)

Type of
Operation

Touch down
RVR

Mid RVR

Roll out RVR

Cat I

550m

125m

125m

Cat II

300m

125m

125m

Cat IIIA

175m

125m

125m

CAT IIIB(with
roll out
guidance)

75/50m

75/50m

75/50m

DH

CAT II Ops coupled to


below DH
CAT A/B/C RVR

CAT D - RVR

100 120 ft

300 m

121 140 ft

400 m

400 m

141 199 ft

450 m

450 m

9W ATR DH 175
RVR 500 M Auto
land.

350 m(300 M
AUTO LAND)

Category

DH

Roll out control /


guidance system

III A

Less than 100 ft

Not Required

III B

Less than 50 ft
or no DH

Fail-operational

RVR

175 m

50 m

12. Visual Approach ; The Visibility shall be higher of


the NPA minimum for the associated runway or Cat A/B
-2800, Cat 2 -3200 and Cat D - 3600 m.
13. Spl.VFR operation not permitted to commercial air
transport aeroplanes but may do so for ferry/test flights
or recovery of aeroplanes if no passenger is carried on
board.
14. AOM shall be based on information published on AIS
by the state (AAI).
15 a) Light system with 6 to 13 lights is deemed out if
more than 2 lights or 2 adjacent lights u/s. System with

15 b) Precision app runway; >5% lights u/s in


the following significant elements;
Prec app Cat II/III inner 450 m, RCLL,
threshold
& runway edge lights.
c) >10% of TDZL.
d)>15% of app lights beyond 450 m and
e)>25% of runway end lights.
f) >2 lights or 2 adjacent lights of stop-bar.
g) 2 adjacent lights of taxi way centre line lights.
Note:- When any 2 consecutive lights are u/s
in any of the significant elements it is deemed outage

Speed Control All Airports (Ref AIP ENR 1.1Para 2.5)


ARR/DEP below10,000AMSL IAS not >250 knots
ARR within 15 DME IAS not > 220 knots
ATC may put additional restrictions to ARR/ENR traffic, if needed and traffic
permitting such speed restriction may be suspended with the phrase No
Speed Restriction. (OM 17.3.18.21)
VABB/AH,VIDP,VECC,VOMM/BL/HS AIP ENR 1.6 Para 8.13
Below F150 & within 25 D to 20 NM(straight in 30D to 20 NM) IAS 220kts
or actual whichever is lower for turboprop & 220 knots or minimum clean
speed whichever is high for turbojet(210kts with pilots concurrence
belowF100)
20 NM to intercept leg IAS180 knots (170 knots with pilots concurrence)
Intercept leg to 12 NM 180 to 160 knots
10 to 05 NM 160 to 150 knots (turboprop) & 160 knots (turbojet)
Note- No speed restriction within 5 NM & ATC may assign specific speed
within limits. Speed restriction for radar airports are in addition to the
restriction applicable to non-radar airports.
Ref Operations Cir 2/11 Resume Normal Speed or No Speed
Restriction cancels only speed restriction put by ATC but not published
speed restriction and airspace speed restriction (Class D).

Speed control shall not be applicable to


aircraft:
i. entering or established in holding pattern;
ii. encountering the turbulent weather;
iii. Conducting Cat II/III operations and within 20NM from
touch- down;
iv. within 5NM from touch-down;
v. executing the published instrument approach procedure
until interception of final approach track;
vi. carrying VVIP and
vii. conducting priority/emergency landing.

Full Use of Airspace


Airspace is a finite resource & all legitimate users have equal
claim to it.
Safety, Security, Efficiency are common to Civil & Military values
Efficiency - Greater Capacity, Less Delay, Cost reduction, Less Fuel
consumption and Emission.
Solutions;Flexible Use of Airspace(FUA), Efficient Route structure, Effective
Real time Communication, Policy Guidelines & use of technology
NHLAPB(National High Level Airspace Policy Board) i) Implements
FUA Thru National Airspace Use Policy ii) Develop policy guidelines
& procedure for airspace allocation(airspace negotiation/priority
rules) & implement Conditional routes.
NAMAC(National Airspace Management Advisory Committee)with
members from all stakeholders including airlines assist NHLAPB.

ASM Level 1 Joint Civil & Military process under HLAPB frames
national Air Space Management(ASM) with Strategic Planning &
working structure/ authority to carry out their tasks at ASM Levels 2 & 3.
CDR thru TRA/TSA established
ASM Level 2 Pre-Tactical Day-to-day mgmt. & temp allocation of
airspace thru National & Regional Air Space Mgmt. Cell(AMC-joint
Civil/Military ASM focal points) and in coordination with CATFM CCC.
Collect & analyse airspace requests and promulgates Airspace Use
Plan(AUP) & Updated Airspace Request Plan(UUP).
Consolidated AUP/UUP published in AAI portal & provide information to
airlines for FPL purposes.
ASM Level 3 Tactical Real time activation/deactivation/reallocation
of airspace happens at ASM Level2 and also resolution of specific
airspace problems or air traffic situations between Civil/Military ATS
Real time access to all flight data, with or without system support
reduces the need to avoid segregation of airspace resulting optimum
airspace use.
Note- TRA/TSA established at ASM Level 1,allocated at Level 2 and
activated at Level 3.

CDR 1- Flights planned as published in AIP permanently plannable route


normally available H24 or published timing. Closure of CDR 1 needs
refiling of FPL but in exceptional case ATC may treat the flight tactically
without refiling of FPL. Otherwise Notam or system message needs to be
given to Airlines Operators.
CDR 2 may be planned only as per condition published in AUP/UUP. The
route may be requested subject to traffic shortfall When not available as
per AUP/UUP the route may be managed by ATS(weekend routes).
CDR 3 not available for FPL. May be available at short notice when the
pre notified activity ceases with coordination between Civil/Military ATS.
Not allocated but maybe used only on ATS instruction(weekend routes)
TRA(Temporary Reserved Airspace)/TSA(Temporary Segregated Airspace)
established at ASM Level1, allocated at ASM Level2 & activated at ASM
Level3 for periods as closely as possible to the real time Civil/Military
airspace users request. Some Danger/Restricted areas are retained as
Permanent R(D) Areas(start/stop time be notified to AMC). TSA are for
exclusive use where ATS not avbl & hence GAT shall avoid it. TRA handled
at pre-tactical & tactical phases.

Thank You

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