9365

I C A O 9365 ** 4 8 4 1 4 L b 0028276 219 =
DOC9365-AN/910
MANUAL OF
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ALL-WEATHER OPERATIONS
SECOND EDITION - 1991
Approved by the Secretary General

and published under his authority
INTERNATIONAL CIVIL AVIATION ORGANIZATION
Copyright International Civil Aviation Organization

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Monthly supplements announce new publications, amendments,

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Available free from the Document Sales Unit, ICAO

Manual of
All-Weather Operations
DOC9365-AN/910
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Second Edition - 1991

ICAO 9365 ** m 4843436 0028279 T28 W
AMENDMENTS
The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement to the Catalogueof E A 0 Publications, which holders of this
publication should consult. The space below is provided to keep a record of such
amendments.. . .
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS
. .
- CORRIGENDA
q-zT Date
~
Date
entered
Entered
bY
I
-
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ICAO 9365 t t m 4 8 4 3 4 3 6 0028280 7 4 T m
FOREWORD
This manual was developed by the Operations Panel of in respect of international commercial airtransport
the Air Navigntion Commission to replace Circular 121, operations.
Implementation of All- Weather Operations, published
in 1974. The first editionof the Manual of All- Weather The material in this manualis of a general nature and
Operations was published in 1982. In 1985, the Air has been prepared in a form convenient for use as
Navigation Commission, after consultation with guidance material by national civil aviation authorities
Contracting
States and concerned international in the development of their own requirements, both in
organizations, considered there was a need to revise and their role as State of the Operator and that of State of
updatethemanual.Thistask was given to the the Aerodrome.
Operations Panel in January 1986.
In this manual numerous references have been made
to Annexes, PANS, manuals and circulars. Since these
In noting that Annex 6, PartI, requires the Stateof
ICAO documents are frequently amended, it is
the Operator to takeresponsibility for supervising that
recommended that for up-to-date
information,
operator in the establishment of its operating minima,
reference be made to the current editions in question.
the panel developed material to assist States in fulfilling
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Nothing in this manual should be construed as contra-

that role. The guidancematerialcontainedin this
dicting or conflicting with Standards and Rec-
manual is related to taxi, take-off and landing for all-
ommended Practices and Procedures contained in the
weather operations. In addition, this manual provides
guidance to the State of the Aerodrome concerning its Annexes and PANS.
obligations for providing the necessary facilities and
Thismanual includes examples and references to
services required to supporta particular operation. The
detailed requirements prescribed by some States. A
achievement of continuous improvementof operational
State may find it advantageous to adopt the detailed
safety and increased efficiency rests upon the
willingnessof States to co-operate in the sharing of requirements of anotherState which has already
experience and resolution of differences by negotiation. established comprehensive all-weather procedures
consistent with the guidance material in this manual.
In this context, all-weather operations are:
Comments.on this manual, particularly with respect
Any taxi, take-off orlandingoperations in to its application and usefulness, would be appreciated
conditionswherevisualreference is limited by from all States, international organizations and ICAO
weather conditions. Technical Co-operation field missions. These comments
will be takenintoaccount inthe preparation of
subsequent editions. Comments concerning the manual
This Manual of All- Weather Operations describes should be addressed to:
the technical and operationalfactors associated with
methods of determining, and supervising aerodrome The Secretary General
operating-minima for take-off, non-precision and International CiviI Aviation Organization
precision approaches, including ILS operationsand 1OOO Sherbrooke Street West, Suite 400
MLS operations equivalent to ILS Category I, and can Montreal, Quebec
be applied by the State.of the Operator to itsoperators Canada H3A 2R2
(iii)

I C A O 93b5 ** m 4 8 4 3 4 3 b0 0 2 8 2 8 36 8 6 m
TABLE OF CONTENTS
Page Page
Chapter 1. Introduction. . . . .. .. . .. .. ... . .

. . 1 Chapter 5. Additional Requirements for
1.1 Purpose, scope and use of the manual . . 1 Categoty I1 and 111 LLS Operations.. .. .. . ... . 26
1.2 Glossary of terms, abbreviations and 5.1 General . . . . . . . . . . . . ~.. . . . . . . .. . . . . . . 26
references . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Aerodrome facilities . . . . . . . . . . .. . .. . . .
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3 26
5.3 Aerodrome services . . . . . . . . . . . . . . . . . . . 29
Chapter 2. General Concepts .... . .. . . . . . .
.. 8 5.4 Instrument approach procedures . . . . . . . 31
2.1 Aerodrome oeprating minima . . . . . . . . . . 8 5.5 The aeroplane and its equipment . . . . . . . 32
2.2 The need for basic legislation . .. . . . . . . . 9 5.6 Operating procedures . . . . . . . . . . . . . . . . . 33
.
2.3 Need for specific rules . . . . . . , . . .. . . . . 10 5.7 Flight crew qualification and training .. . 37
2.4 The need for directive, explanatory,
advisory and informative material . . .. .. 11 Chapter 6. ApprovalandImplementation of
Aerodrome Operating Minima . . . . . . . . . . . .... 40
Chapter 3. Provision of Facilities and Services 6.1 Methods of approval and compliance . . . 40
at Aerodromes ... . .. . .. . . . .... . . . . . . . . . . .
.. 13 6.2 Commonly acceptable aerodrome
.
3.1 Introduction . . . . . . . . .. . . . . . . . . . . . . . . 13 operating minima . . . . . . . . . . . . . . . . . . . . 42
3.2 Aerodrome facilities and requirements . . 13 6.3 Tables of aerodrome operating minima . 48
3.3 Services at aerodromes . . . . . . . . . . . .. . . . 18
3.4 Instrument departure, arrival and
instrument approach procedures. . . .. . .. 20 Appendix A. Extract from Aeronautical
Statutes ................................... 55
Chapter 4. Basic Requirements for the
Aeroplane and Flight Crew . .. . ... . . . . . . . .
. , . 22 Appendix B. Examples of Specific Rules
.
4.1 Introduction . . . . . . . . . . .. . . . . . . . . .. . . 22 Pertaining to All-weather Operations. . .. . . . . .. 57
4.2 The aeroplane and its equipment . . . . . . 22
..
4.3 The flight crew . . . . . . . . . . . . . , . . , . . . 23 Appendix C. Criteria for Establishing a Visual
4.4 Operating procedures . . . . . . . .. . . . . .. . . 24 Descent Point ....... .
. . . . . .. . . .. . . . . . . .. .. . 61

ICAO 9365 t t m 484141b 0028282 512 m
Chapter 1
INTRODUCTION
1.1 PURPOSE, SCOPE AND USE 1.1.4 Withthe foregoing distinction in mind, this
OF THE MANUAL manual provides guidance:
1.1.1 This document provides a total system concept

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a) to States of the Operator in the supervision of

from text derived from related ICAO Annexes and
their operators in the establishment, implemen-
guidance material,and from States documents and
tation, and use of their operating minima leading
practices. It is primarily intended that thismaterial
towards standardization of methods used in the
should be useful to a State wishing to progress in the
establishment of aerodrome operating minima;
systematic development of all-weather operations both
in regard to its role as Stateof the Operator and thatof
State of the Aerodrome. It is also intended to be useful b) to Statesand their operators on suitable
to aerodrome and facility planners andothersin requirements for the progression from the Iower
fbstering an understanding of the methodology used by limits of Category I to Categories I1 and 111;
operatms in establishiing theiraerodrome aperating
minima
c) to States- of the Aerodrome to assist in under-
standingthe-developmentof aerodrome operating
Note.- A Stae of trte Operator has an &ligation
minima and the need for the provision of ground
under A n n a 6; P i t r, h-respect of modrome facilities and-serviceswhen planning to implement
opwating nrinima, Sa&c ~ m e e ~ ~ . . b l i g a t S ~ ~ - e ~ h e r
5111-weather operations; and
b y supenvisiig fie &&rmmatioa af operafing minima
by operators or by direc@ determining minimr! for
&&use. Fhe guidelines contained herein describe one d) to pilots and other persomel- who need to under-
option that will enabk either method to satisfy this stand these operations.
obligation.
1.1.5 Usually a- State will play a dual role, i.e. as
1 - 1 2 In the context ofthismanual caU-weather State of the Operator responsible for the approva! and
OperaLions means any taxi, take-uff and landing monitoring of operations conducted by operators
operationsinconditions where visual reference is subjectr to its supervision, and as
State of the
limited by weather conditions. Aerodrome responsible forthe authorizationand
supervision of theaerodromes, inchding associated
1.1.5 Because of the complex nature of aeropIane facilities and services, located in its. territory. Separate
operations thereis it need to approach thesubject of all- departments within the Administration maybe assigned
weatheroperations with theconcept of a total systemin the discharge of these two areas of responsibility. To
mind. Themajor sub-systems arethegroundand facilitate use of this document, the provisions relevant
airborne elements. Theground elements comprise tu the State o f t h e Aerodrome are contained in Chap-
facilities, services and obstacks; these relate in primiple ter 3 and Chapter 5, 5.2 to 5.4, whereas those
to the State of the Aerodrome. The airborne elements addressed to. the State of the Operator are contained in
comprise the aeroplane and its equipment, flight crew Chapter 4, Chapter 5 , 5.5 to 5.7, andChapter 6 .
capabilities, and flight procedures which fall under the Chapter 2 contains material related tothe general
jurisdiction of the State of the Operator. As the inter- concepts of legislation, application, and promulgation
national character of aircraft operation will mean that of information on the subject of all-weather operations.
these could be different States, itis important that there
is a clear differentiation of their respective responsi- Figure 1-1 gives a diagrammaticillustration of the
bilities when consulting the varioussections of this general structure and cross-references to the relevant
manual. chapters.
I

ICAO 9365 t t 484141b 0028283 459 M
Manual af All- Weather ODerations
Contracting States
(States of Aerodromes/States of Operators)
(Chicago Convention)
Enact basic legislation

~- (Annexes)
Chapter 2
1 State of the
Aerodrome
I I
Operator 1
Aerodrome, facilities Flight operations,
and services aircraft and crew
t
Provide specific rules, advisory Providespecificrules,advisory
and explanatory material and explanatory material
Chapter 2 Chapter 2
Aerodrome: Ground services Aircraft equipment: Flight crew:

- runways and procedures: - characteristics - composition %
- visual aids - ATS/GMC airworthiness - training

- non-visual aids - AIS - maintenance - operating procedures
- obstacles - MET
Chapter 3 Chapter 4
1I-'-
/I/
I I I
I
I II
PANS-OPS Approval of operator's
Non-precision
SIDs, STARS, methods for establishing
Cat I operations
Instrument approach aerodrome operating minima
1 procedures, OCA/H Chapter 6
I
Cat II/Cat Ill operations Non-precision
Take-off Cat II/Cat Ill
Check and approval Chapter 6 Cat I Check and
ground environment Cat II approve aircraft
Chapter 5 Cat Ill and crew
Chapter 6 hapter 5
AIP, AIC, NOTAM, CHARTS

J
I
Operator:
Establish aerodrome
operating minima
T-
Chapter 6
Monitorlsupervise Monitor/supervise
aerodrome, facilities flight operations,
aircraft and crew
Figure 1-1. Steps in the development of all-weather operations
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ICAO 93b5 ** 4841YLb 0028284 395 =
Chapter I - Introduction 3
1.2 GLOSSARY OFTERMS,ABBREVIATIONS Automatic landing system. The airborne equipment

AND REFERENCES which provides automaticcontrol of the aeroplane
during the approach and landing. (See Airworthiness
Technical Manual, Part 111, Section 6, Chapter 4.)
Glossary of terms
Categories of aeroplanes. The following five
1.2.1 The terms used in this manual have the categories of typical aeroplanes have been established
following meanings: based on 1.3 times the stall speed inthe landing
configuration at maximum certificated landing mass.
Aerodrome operating minima.The limits of usability
of an aerodrome foreither take-off or landing, usnally Category A - less than 169 km/h (91 kt) IAS
expressed in terms of visibility or runway visual range, Category B - 169 km/h (91 kt) or more butless than
decision altitudelheight (DA/H) or minimum descent 224 km/h (121 kt) IAS
altitudelheight (MDA/H) and cloud conditions. Category C - 224 km/h (121 kt) or more but less
than 261 km/h (141 kt) IAS
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Category D - 261 km/h (141 kt) or more but less

Alert height. An alert height is a height above the than 307 km/h (166 kt) IAS
runway based on the characteristics of the aeroplane Category E - 307 km/h (166 kt) or more but less
and its fail operational automatic
landing system, above than 391 km/h (211 kt) IAS
which a Category I11 approach would be discontinued
and a missed approach initiated if a failure occurred in Categories of precisionapproach operations. (See
one of the redundant parts of the automatic landing under Instrument Approach Operations).
system, or in the relevant ground equipment.
Circling approach. An extension of an instrument
Alternate aerodrome. An aerodrometo which an approach procedure which provides for visual circling
aircraft may proceed when it becomes either impossible of the aerodrome prior to landing.
at the aerodrome
or inadvisable to proceed to or to land
of intended landing. Alternate aerodromes include the Commercialairtransport operation. Anaircraft
following: operation invoIving the transport of passengers, cargo
or mail for remuneration or hire.
Take-off alternate. An alternate aerodrome at which
an aircraft can land should this become necessary Decision altiiude/height (DA/H>. A specified
shortly after take-off and itis not possible to use the altitude or height (MH) in the precision approach at
aerodrome of departure. which a missed approachmustbeinitiatedifthe
required visual reference to continue the approach has
En-routealternate. An aerodrome at which an not been established,
aircraft would be able to land after experiencing an
abnormal or emergency condition while en-route. Note I . - Decision altitude (DA) is referenced to
meansealevel(MSL)anddecisionheight(DH)is
Destinationalternate. An alternate aerodroneto referenced to the threshold elevation.
which anaircraft may proceed should it become
impossible or inadvisable to landat the aerodromeof Note 2.- The required visual reference means that
intended landing, section of the visual aids orof the approach area which
should havebeen in viewfor sufficient timefor the pilot
Note.- The aerodrome from which a flight to have made an assessmentof the aircraftpositiop and
departs may also be an en-routeor a destination rate of change of position, in relation to the desired
alternate aerodromefor that flight. fright path.
Fail-operationalautomatic
landing system. An
Automatic flight control system (AFCS) with ILS automatic landing system is fail-operational if, in the
coupledapproach mode. Airborne equipment which event of a failure, the approach, flare and landing can
provides automatic control of the flight path of the be compIeted by the remaining part of the automatic
aeroplane by reference to the ILS. (See Airworthiness system. (See Airworthiness TechnicalManual, Part 111,
Technical Manual, Part 111, Section 6, Chapter 3.) Section 6, Chapter 4.)

ICAO 93b5 ** W 4841416 0028285 221
4 Manual of All- Weaiher

Operations
Fail-operationalhybridlanding system. A system control system acceptable for thecategory of operation

which consists of aprimary fail-passive automatic concerned.
landing system and a secondary independent guidance
system. In the event of failure of the primary system, ILS criticalarea. An area of defined dimensions
guidance is provided by the secondary system to permit aboutthe localizer and glide patL antennas where
completion of the landing manually. vehicles, including aircraft, are excluded during all ILS
operations. The critical area is protected because the
Note.- A fai/-operational hybrid landing system presence of vehicles and/or aircraft inside i,ts
may consist of a fail-passi.veautomatic landingsystem boundaries will cause unacceptable disturbance to the
with a monitoredhead-up display which provides ILS signal-in-space.
guidance to enablethe pilot to complete the landing
manually after failure of the autornatic landingsystem. ILS sensitive area. An area extending beyond the
(See Airworthiness Technical Manual, Furl IIZ, critical area where the parking and/or movement of
Section 6, Chapter 4.) vehicles, ineluding aircraft, is controlled to prevent the
possibility of unacceptable interference to the 113
Fail-passive automatic landing system. An automatic signal duringILSoperations. The sensitive area is
landing system is fail-passive if, in theevent of a failure, protected to provideprotection against interference
there is no significant deviation of aeroplane trim,flight caused by large moving objects outside thecriticd area
path or attitude but the landing will not be completed but still normally within the airfield boundary.
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automatically. (See Airworthiness Technical Manual,
Part 111, Section 6, Chapter 4.) Instrument approach and tanding operations.
Instrumentapproachand'landingoperationsusing
Final approach. That part of an instrument instrumentapproach procedures are. classified as
approach procedure which commences at the specified f-ollows:
final approachfix or point, or where such afix or point
is not specified, Non-precision approachandlanding operations. An
instrumentapproach.andlanding which d'oes not
a) at the end of the last procedure turn, base turn or utilize electronic glide path guidance.
inbound turn of a racetrack procedure, if
specified; or Precisionapproach and landing operafions. An
instrumentapproach and. landing using precision
b) at thepoint of interception of the last track azimuthand glide path guidance with minima as
specified in the approach procedure; and determined by the category of operation.
ends at a point in the vicinity of an aerodrome from Categories of precision approach and
which: landing operations
1) a landing can be made; or Category B (Cat I). operation. A precision instrument

approachand landing with a decision height not
2) a missed approach procedure is initiated. lower than 60:m (200 ft) and with either a visibility
not less than 800 m, OH a runway visual range notless
Flight visibility. The visibility forward fro=the than 550 m.
cockpit of an aircraft in flight.
Category 11 (Cat ZI) operation. A precision
Head-updisplayapproach andlandingguidance instrumentapproach and landing with a decision
system. A head-up display approachand landing height lower than 60 m (200 ft) but not lower than
guidance system is an airborne instrumentsystem which 30 m (100 ft), and a runway visual range not Iess
presents sufficient informationand guidance in a than 350 m.
specific area of the aircraft windshield, superimposed
for a conformal viekv with the external visual scene and Category IIIA (Cat IIIA) operation. A precision
which permits the pilot to manoeuvre theaircraft instrument approach and landing with:
manually by reference to thatinformation and guidance
alone to at least the same degree of performance and a) a decision height lower than 30 m (100 ft), or no
reliability as that required forthe automatic flight decision height; and

ICAO 9365 ** 484I4Lb 0028286 I b 8
Chaater I - Introduction 5
b) a runway visual range not less than 200 m. MLS critical area. An area of defined dimensions
aboutthe azimuth and elevation antennas where
Category IIIB (Cat IIIB) operation. A precision vehicles, including aircraft,are excluded during all
instrument approach and landing with: MLS operations. The critical area is protected because
the presence of vehicles and/oraircraft inside its
a) a decision height lower than 15 m (50 ft), or no boundaries will cause unacceptable disturbance to the
decision height; and guidance signaIs.
b) a runway visual range less than 200 m but notless MLS sensitive area. An area extending beyond the
than 50 m. critical area where the parking and/or movement of
vehicles, including aircraft, is controlled to prevent the
Category IIIC (Cat IIIC) operation. A precision possibility of unacceptable interference tothe MLS
instrument approach and landing with no decision signals during MLS operations.
height and no runway visual range limitations.
Obstacle clearance altitude/height (OCA/H). The
Note.- Where the decision height(DH) and runway lowest altitude (OCA), or alternativeIy the lowest height
visualrange (RVR) do not fall within the same above the elevation of the relevant runway threshold or
Category, either the decision height or the RVR may above the aerodrome elevation as applicable (OCH),
determine in whichCategory the operation is to be used in establishing compliance with appropriate
considered. The operation will be in the Category with obstacle elearance criteria.
the lower minima.
Procedure turn. A manoeuvre in which a turn is
Instrument approach
procedure. A series of made away from a designated track followed by a turn
predetermined manoeuvres by ceference to flight inthe oppositedirection to permit theaircraft to
instrumems with specified protection from obstacles intercept and proceed along the reciprocal of the
from theinitiaE approach fix or, where applicable, from designated track.
the beginning of a defined arrival routet o a point from
which a randing can be completed and thereafter, if a Note I.- Procedure turns are designated left or
landing:is not completed, to a position at which hoIding right according to the direction of the initial turn.
or en-route obstacle clearance criteria apply.
Note 2.- Procedure turns may bedesignatedas
Instrument meteorological eonditions (IMC). being made either in level fright or while descending,
Meteorological conditions expressed in terms of according to the circumstances of each individual
visibility, distance from cloud, and ceiling, less than the instrument approach procedure.
minima specified for visual meteorological conditions.
Runway visual range (RVR). The range over which
Note.- The specified minima for visual meteoro- the pilot of an aircraft on the centre line of a runway
logical conditions are contained in Chapter 4 of can see therunwaysurface markings orthe lights
Annex 2. delineating the runway or identifying its centre line.
Minimum descent altitude/height (MIA/H). A

State of the Aerodrome. The Statein whose territory
specified altitude/height in anon-precision approach or
the aerodrome is located.
circling approach beowwhich descent may not be made
without visual reference.
State of the Operator. TheStatein which the
operator has his principal place of business or, if he has
Missed approach point (MAR). That point in an no such place of business, his permanent residence.
instrument approach procedure at or before which the
prescribed missed approach procedure must be initiated State of Registry. The State on whose register the
in order to ensure that theminimum obstacle clearance aircraft is entered.
is not infringed.
Surveillance
radar. Radar equipment used to
Missed apprych procedure. The procedure to be determinethe position of an aircraftin range and
followed if the approach cannot be continued. azimuth.
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ICAO 93b5 ** m 4841416 0028287 O T 4 m
6 Operations
Manual of All- Weather
Touchdown zone (TDZ). The portion of a runway, DH Decision height

beyond thethreshold, where it is intended landing DME Distance measuring equipment
aeroplanes first contact the runway. ECAC European Civil Aviation Conference
FAF Final approach fix
Visibility. The ability, as determined by atmospheric FAR Federal Aviation Regulations
conditions and expressed in unitsof distance, to see and FDS Flight director system
identify prominent unlighted objects by dayand GMC Ground movement control
prominent lighted objects by night. GPWS Ground proximity warning system
HI High intensity
Visual approach. Anapproach by an IFRflight HUD Head-up display
when either part o r all of aninstrumentapproach TAP Instrument approach procedure
procedure is not completed andtheapproach is IAS Indicated airspeed
executed in visual reference to terrain. IFR Instrument flight rules
ILS Instrument landing system
Visual meteorological conditions (VMC). Meteo- IMC Instrument meteorological
rological conditions expressed in terms of visibility, conditions
distance from cloud, and ceiling equal to orbetter than JAR Joint Aviation Requirements
specified minima. LI Low intensity
LLZ Localizer
Note.- The specgied minima are contained in MAPt Missed approach point
Chapter 4 of Annex 2. MDA Minimum descent altitude
MDA/H Minimum descent altitude/height .
Wide-body aeroplanes. Wide-body aeroplanes are MDH Minimum descent height
the following or similar types: MET Meteorological
METAR Aviation routine weather report
Boeing
747 - B 747 MLS Microwave landing system
Douglas DC-10 - DC 10 MM Middle marker
Lockheed L 1011 - L 1011 MOTNE Meteorological operational tele-
Airbus 300/310 - A 300/310 communication network Europe
Boeing
767 -- B 767 MSL Mean sea level
Ilyushin 86 - IL 86 NDB Non-directional beacon
NOTAM Notices to airmen
OAS Obstacle assessment surface
Abbreviations OCA Obstacle clearance altitude
OCA/H Obstacle clearance altitude/height
1.2.2 The abbreviations used in this manual have the OCH Obstacle clearance height
following meanings: OFZ Obstacle free zone
PAR Precision approach radar
AFCS Automatic flight control system RESA Runway end safety area
AIC Aeronautical information circular RFF Rescue and fire fighting
AIP Aeronautical information R/T Radiotelephony
publication RVR Runway visual range
AIREP Air report RWY Runway
AIS Aeronautical information service SID Standard instrument departure
ALS Automatic landing system SIGMET Significant weather report
ATC Air traffic control SMGCS Surface movement guidance and
ATIS Automatic terminal information control system
service STAR Standard instrument arrival
ATS Air traffic services SVR Slant visual range
Cat I Category I TDZ Touchdown zone
Cat I1 Category I1 THR Threshold I
Cat I11 Category I11 VDF Very high frequency direction

DA Decision altitude finding station
DA/H Decision altitude/height VDP Visual descent point
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Chapter I - Introduction 7
VFR Visual flight rules Part 4 - Visual Aids

VMC Visual meteorological conditions Part 5 - Electrical Systems
VOR
Very high frequency omnidirectional
radio range Aeronautical Chart Manual (Doc 8697)
WMO World Meteorological Organization
Aeronautical Information Services Manual
(Doc 8126)
References
Air Traffic Services Planning Manual (Doc 9426)
Convention on International Civil Aviation (Chicago
Convention) (Doc 7300) Airport Services Manual (Doc 9137)
Part 6 - Control of Obstacles
Annexes to the Convention: Part 9 - Airport Maintenance Practices
Annex 1 - PersonnelLicensing Airworthiness Technical Manual (Doc 9051)

Annex 2 - Rules of the Air
Annex 3 - MeteorologicalService for Manual of Aeronautical MeteorologicalPractice
International Air Navigation (Doc 8896)
Annex 5 - Units of Measurement to beUsed in
Air and Ground Operations Manual of Procedures for Operations Certification
Annex 6 - Operation of Aircraft, Part I - and Inspection (Doc 8335)
International Commercial Air
Transport Manual of Runway VisualRangeObservingand
Annex 8 -Airworthiness of Aircraft Reporting Practices (Doc 9328)
Annex 10 - Aeronautical Telecommunications,
Volume I, Part I - Equipment and Manual of Surface Movement Guidance andControl
Systems; Systems (SMGCS) (Doc 9476)
Part I1 - Radio Frequencies
Annex 11 -Air Traffic Services Manual on Testing of Radio Navigation Aids
Annex 14 - Aerodromes, Volume I - (Doc 8071)
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Aerodrome Design and Operations Volume I (General)

Volume I1 - ILS (Instrument Landing System)
Procedures for Air Navigation Services:
Preparation of an Operations Manual (Doc 9376)
Aircraft Operations (PANS-OPS) (Doc 8168) Documents of other States or organizations:
Volume I -Flight Procedures
Volume I1 - Construction of Visual and European Civil Aviation Conference (ECAC)
Instrument Flight Procedures Document No. 17, Common European Procedures
forthe Authorization of Category I1 and I11
Rules of the Air and Air Traffic Services (PANS- Operations
RAC) (Doc 4444)
Federal Aviation Regulations (United States)
Manuals:
Joint Aviation Requirements (Europe)
Aerodrome Design Manual (Doc 9157)
Part 2 - Taxiways, Aprons and Holding Bays Joint Airworthiness Regulations of the Union of
Part 3 - Pavements Soviet Socialist Republics

I C A O 9365 Y t 484l14Lb 0 0 2 8 2 8 9 977
Chapter 2
GENERAL CONCEPTS
2.1 AERODROMEOPERATING MLNIMA operating minima, a large number of factorsare

involved which fa11 primarily intothreegroupsas
2.1.1 In limited visibility the visual reference follows:
necessary foraeroplaneoperations solely by visual
means may not be available and the aeroplanewill have a) the
ground environment and the design,
to beoperated by reference t o instruments,or by maintenance and operationof ground equipment;
reference to a combination of instrument and visual
information.Aerodrome
operating minima are b) the characteristics of the aeroplane andits
established in order to ensure a desired level of safety equipment; and
for aeroplane operations at an aerodrome by limiting
these operations in specified weather conditions. Such c) the operator's proceduresi flight crew training
minima are generally expressed differently for take-off a n d experience;
and for landing. For take-off, which commences with
the aeroplane at rest, limitations are usually stated in The way in which these factors interact witheach-other
terms of horizontal visibility, and in some instances by is described in this manual.
bothhorizontal visibility and cIoud base. For the
approach to landing where the aeropIane is already in 2.1.3 The flight phases tobe considered inthe
flight generally a limit on the instrument approach is
determination of aerodrome operating; minima are:
established, calIed decision altitude/height (DA/H) or
minimum descent altitude/height (MDA/H) together
a) take-off and initial climb;
with ahorizontal visibility limitation. The use of
horizontal visibility is common to both take-off and
b) final approach and landing; and
landing minima but it shouldbe noted that if a vertical
component is included in take-off minima, it is
c) ground movement from the aeroplane stand to
fundamentally different from the vertical component in
the start of take-off, and from the end of the
landing minima.. If itis necessary to specify such a
landing roll to the aeroplane stand'.
vertical component for take-off it will be a meteoro-
logical condition, i.e. cloud base or vertical visibility,
The minimum visibility required for: take-offand
whereas for landing the vertical element is a minimum landing is in most cases greater than that necessary for
altitudeor height to which anapproach may be
ground movement.
continued without the required visual reference..
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2.1.4 Inthe take-off case the information available

2.1.2 The values of aerodrome operating minima for must be sufficient to enable the pilot to keep the
a particular operation must ensure that at all times the aeroprane within acceptable limits relative tothe
combination of information available from external runway centre line throughout the take-off roll until it
sources and the aeroplane instruments and equipment is is either airborne or has beet1 brought to astop
sufficient to enable the aeroplane to be operated along following discontinuation of thetake-off.The basic
the required flight path. It will be apparent that as the information required by the pilot must enable the pilot
amount an'd quality of external, visua information to judge the aeroplanelateral position andrate of
decreases because of reduced visibility, SO the quality change of position. This is normally provided by
and quantity of instrument and equipment information external visual cues but these may be supplemented by
as well as the proficiency of the flight crew must be instrument derived information. In establishing take-
increased in order to maintainthe desired levelof off minima due consideration must be given to the need
safety,
In determining the values of aerodrome for the pilot to continue to have adequate information
8

L
ICAO 9365 tf 48414Lb 0028290 699 =
Chapter 2 - General Concepts 9
in the event of abnormal situations or maIfunctions of required t o carry out at and below DA/H or MDA/H
the aeroplane systems. It is also necessary to ensure that in order to complete the landing. It depends on the
once theaeroplane is airborne,sufficient visual or extent of the visual reference that the pilot requires. As
instrument information is available t o enable a flight a general rule, the higher the aeroplane or the more the
path to be maintained clear of obstacles. However, at pilot needs to see as a visual reference the greater will
some locations the on-board navigation systems and be the visibility/RVR required.
ground based navigation aids may not provide
sufficient informationand,in such cases, special
procedures and/or requirements may be necessary.
2.2 THE NEED FOR BASIC LEGISLATION
2.1.5 Forapproach
and landing
the specific
considerations involved in
the determination of
2.2.1 The responsibility of the State for ensuring the
aerodrome operating minima are:
safe conduct of operations is implicit in its acceptance
of theInternationalStandardsand Recommended
a) the accuracy with which the aeroplanecan be
Practices forthe safety of air navigation to which
controlledalongits desired approachpath, by
Article 37 of the Convention on Intemational Civil
reference to the instrumentation and use of the
Aviation refers. These specifications appearinthe
equipment provided on board, and by utilization
Annexes of which Annex 6, Part I, has been developed
of theguidance provided by ground based
in respect to the operationof international commercia1
navigation aids;
air trznsport. Although the methods for discharging its
responsibility may vary, no particular method can, in
b) the characteristics of theaeroplane (e.g. size,
any way, relieve the State of the responsibility to enact
speed, missed approach performance, etc.) and of
basic legislation which willprovide for the development
theground environment (e.g. obstacles inthe
and promulgation of a code of operational reguiations
approach ormissed approach areas, safeguarding
of ILS/MLS critical and sensitive areas and
and practices consistent with its acceptance of the
Annexes. Some guidance to Sateson basic legisladcn is
lighting aids, etc.);
contained in the Manuul of Procedures for Opemtions
c) the proficiency of the flight crew in theoperation
Certification and Inspection (Doc 8335).
of the aeroplane;
2.2.2 Safe
conduct of all-weather operations
d) the extent to which external visual information is requires that States fulfil the dual roles of State of the
required for use by the pilot in controlIing the Operator and State of the Aerodrome as:
aircraft; and
a) regulator of all-weather operations by its national
e) theinteraction of all these factorsin demon- operators (State of the Operator); and
strating satisfactory total system performance.
b) regulator or provider of aerodrome facilities and
2.1.6 The accuracy of the airborne and ground based services (State of the Aerodrome).
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guidance and control systems generally determines the

size of the areain which obstacles need to be considered The State of the Operator must ensure it has the basic
and the more accurate thesystem, the smaller the area. legislation t o provide for certification of operators,
As a general rule the smaller the area, the lesser the determination of minima andfor inspection and
number of obstacles to be considered and this generally revision as needed. For the supervision of all-weather
results in lower minima (i.e. lower DA/H or MDA/H). operations there must be clear and specific references in
M7here obstacles are not limiting, the minimum height law to provide for the establishment of the necessary
to which an approach may becontinued without rules to ensure safe conduct of the intended operations,
external visual reference willbe determined by the such as those for take-off and landing minima, flight
accuracy and the reliability of the total system, and crew qualificationsand
aeroplane airworthiness.
again thegenera1 rule is that thebetter the accuracy and Likewise, as State of theAerodrome it must have
reliability, the lower the minimum height element. regulations concerning the installation andmaintenance
of the necessary ground facilities, the development of
2.1.7 The visibility element in minima for approach appropriate procedures, and the timely dissemination
andlanding is determined by thetaskthe pilot is of information.

I C A O 9365 t t = 48414Lb 0028291 5 2 5 W
10 Manual of All- Weather

Operations
2.2.3 Appendix A to this manual is an example of safety of take-off and landing operations resides with
how one State has put into effect the necessary means the Stateof the Operator. The primaryresponsibility of
of regulating its civil aviation activity. Only those theStatein which theoperation takes place is the
aspects which have a particular bearing on take-off and provision and maintenance of facilities and services,
landing minima have been shown. provision of meteorological information, and
promulgation in AIPs and NOTAM of information
..~ concerning instrument procedures together with
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obstacle information. The principle aim of these rules is
2.3 NEEDFORSPECIFICRULES to ensure an adequate levelof safety,but they also
establish the legal requirements and provide specific
2.3.1 The need for specific rules and regulations is- guidance to operators andaerodromeauthorities
implied by the provisions of Annex 6 , Part I. The basic proposing to participate in such operations. Thespecific
aviation law of the State should: rules relating to all-weather operationsformpart of
those which generally relate to the authorization and
a) require commercial air transport operationsto be control of flight operations. The rules should cover:
conducted in accordancewith conditions the State
may consider applicable in the interests of safety; a) The operation, taking account of:
1) airworthiness requirements;
b) make provision fortheadoption of operating
regulations compatible with the provisions of the
Annexes to the Convention on International Civil 2) flight crew qualification and training;
Aviation;
3) operating procedures and their validation; and
c) make provision for the delegation to a designated
4) aerodrome operating minima.
official of the authority to develop and amend
operating rules consistent with theoperating
regulations; and b) The aerodrome, taking account of:
d) make provision forthe enforcement of the 1) adequacy of runways and taxiways;

operating regulations and rules.
2) visual and non-visual aids;
2.3.2 Inthe establishment of aerodromeoperating 3) control of obstacles;
minima as part of a States regulatory system it is
assumed that two basic prerequisites, as outlined.in 2.2 4) meteorological service and assessment and
above, are understood and accepted. These are: dissemination of RVR; and
a) theprovision exists in thebasic aviation law of the 5 ) air traffic service, including surface movement
State for a code of operating regulation and the control.
promulgation thereof; and
b) the Stateestablishes an appropriate entity with the c) Certification and/or authorization in relation to:
necessary powers to ensure compliance with the
regulations. 1) the aeroplane;
2) the aerodrome; and

2.3.3 In accordance with these concepts of basic
aviation law, a States administration is empowered to 3) the operator.
formulate specific rules for the implementation of all-
weather operations within its area of jurisdiction. These
d) Requirement for compliance with operating
rules should apply to its own operators. While such
minima.
requirements may also apply to foreign operators to the
extent necessary to fulfil a States obligation in respect
of the Convention on International Civil Aviation, it 2.3.4 Examples of the specific rules which have been
should be noted that the primary responsibility for the developed by one State and a bibliography of the rules

L
ICAO 93b5 ** = 484l4lb 0028292 4bl =
Chapter 2 - General Concepts 1I
developed in two States as they relate to the areas of a State should be

expected to publish sufficient
listedat 2.3.3 above are given in Appendix B to
. interest information to enable a commonbasis of under-
this manual. standing to beachieved amongst all parties,to assist in
the achievement of sound operational practices and to
disseminate knowledge gained from experience inorder
to establish andmaintain an over-all acceptablelevel of
2.4 THE NEED FOR DIRECTIVE, expertise.
EXPLANATORY, ADVISORY AND
INFORMATIVE MATERIAL
2.4.4 The degree to which a State mayneed to use
2.4.1 Although authority to regulate may be granted the above directives or advisory material to implement
by the States basic legislation and specific rules may an all-weather operations programme would relate to
provide the necessary legal mechanism to promulgate the size ofthat State, the complexity of its civil aviation
the requirements considered
necessary for safe authority, numbers of aerodromes or operators,
operations, a certain amount of directive, explanatory internal organization and other such factors.
andadvisorymaterial will probably be needed to
sufficiently detail performance standards, assist 2.4.5 Directive,explanatory,advisory and informa-
compliancewithspecific rules and regularly update tive material used wholIy or in part in the implemen-
operational information. This material maydirectly tation of all-weather operations can take various forms.
specify a means to satisfy the criteria for every ICAOdocumentssuch as the Procedures for Air
aeroplane or aerodrome operation, or it may describe Navigation Services - Aircraft Operatiom (PANS-
the endresuIt to beachieved, and provide broad OPS) (Doc 8168) and the Aerodrcme Design Manual
guidelines to befollowed.Of the twomethods, the (Doc 9157) are available and should be usedto provide
latter is to be preferred. Material issued initially for the details necessary to carry out a specific function in
informative or explanatory purposesmay subsequently specialized fields. These may be used directly or intoput
beupgraded to a regulatory status if operational equivalent forms of directives,
orders or notices,
considerations warrant such action. possibly expandedin content. Some examplesare given
below:
2.4.2 Directive material may be needed to set policy
or detail criteria particularly in States where there are a) material is requiredto be published in accordance
many operators or aerodromes, or where there are State with
ICAO Standards and Recommended
aviationfieldorganizationsintended to implement Practices:
national policies. The directivematerial in the form of
orders, notices, policy letters, manuals, 1) a States aeronautical information publication
etc., serves to ensure that all elements of the organiz- (AIP) will give details of services provided at
ation are properlyfulfilling the necessaryfunctions aerodromes. It includes, for example, a
related to all-weather operations.
Whiledirective description of the aerodrome, communi-
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material is primarily intended for use within the State cations, air traffic services, navigation
aviation organization it may also
havevalueas facilities and rescue and fire-fighting (RFF)
explanatory material to those outside the organization services available at the aerodrome; and
or in the international community for purposes of co-
ordinating activities or as guidance in
training. 2) notices to airmen(NOTAM) are usedto
Information primarily intended for use outside of the promulgate airport facility status changesin
aviation organization normally would be issued through the short orlongerterm.Theymayalso be
advisory circulars or similar methods. used to give details of an item such as a trial
period for the introduction of a new air traffic
procedure;
2.4.3 The application of advisory and explanatory
material in the area of all-weather operations must be b) other materialis published at the discretion of the
clearly understood by the user community. All those State or operator:
who participate in the industry can be expected to carry
out their professional responsibiIities andthe objective 1) circulars, whichmaybedesignatedadvisory
of suchmateria1 is not to attempt to produce a circuIars or aeronautical information circulars,
description of every single facet of aviation. However, may be used by States to define in detail the

ICAO 93b5 t t W VBVL4Lb 0 0 2 8 2 9 3 3 T B
I2 .. - Manual of All- Weather Operations
criteria for particular operationsor to give manufacturersandoperators of the charac-

advice on a particular aspect such as hazards teristics andperformancestandards required
associated with limited visual cues; for aeroplanes and equipment, e.g. autoland
systems.
2) a booklet format may be used to describe, for
example, the requirements to be satisfied for 2.4.6 A State should ensure thatit has provided
the issue of flight crewlicences orforthe appropriate means to implement ICAO Standards and
introduction of various types of .all-weather Recommended Practices with respect to material to be
opei-ations, e.g. United Kingdom civil aviation published. The States system of directive and advisory
publications; materialshould, to the extent necessary, be able to
cover any specific areas identified in Chapters 3 , 4, 5
3) operations bulletins can give specific guidance and 6 . The material so produced must provide adequate
to field offices or operators to highlight safety coverage of the subject matter,be amended and
problems or to specify the necessary remedial updated as and when necessary, and be appropriate i n
actions. Safety bulletins may be used by terms of format and content to the personnel involved.
operators to impart this type of information to These personnel may include pilots, air traffic
flight crews; and controllers, aerodrome managers, meteorological
observers,. - aeroplane maintenance staff,operator
4) civil airworthiness requirements provide a dispatchers and, finally, the regulatory -inspectors who
means for airworthiness authorities to notify monitor the over-all safety-of the operation.
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ICAO 9365 ** 484l14Lb 0028294 234
Chapter 3
PROVISION OF FACILITIES AND
SERVICES AT AERODROMES
3.1 INTRODUCTION 3.2 AERODROMEFACILITIES

AND REQUIREMENTS
3.1.1 Operations with limited visual reference need
facilities, services and procedures atan aerodrome
additional tothose required for operations in good General
weather. The runways and taxiways must meet more
stringent criteria; an instrumentapproach aid with 3.2.1 The following guidance assumes that basic
associated instrumentapproach procedures will be VFR facilities, services and procedures are provided.
required; and visual aids will be needed to assist the The extension of basic facilities to provide for all-
flight crew to transitionfrom instrument to visual weather operations at aerodromes is covered.
reference. Meteorological and aeronautical information Aerodrome facilities and requirements to be considered
is needed to provide details of the weather conditions fall under the following headings:
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and the availability of the facilities, and an air traffic

control service is required in order to provide safe a) physical characteristics of the runway environ-
separation between aeroplanes both in the air and on ment, including approach and departure areas;
the ground. Finally, standardinstrumentdeparture
routes andstandardinstrumentarrivalroutes, with b) obstacle limitation surfaces;
associated procedures (SIDs and STARS) may be
needed. Where such procedures are required they c) visual aids;
should be in accordance with Annex 11 and the Air
Traffic Services Planning Manual (Doc 9426). d) non-visual aids;
e) secondary power supplies; and

3.1.2 This section describes the aerodrome facilities,
visual aids, non-visual aids, aerodrome services and f ) movement area safety.
departure, arrival and instrument approach procedures.
3.2.2 The physical characteristics include the

3.1.3 Facilities, services and procedures which are disposition of the manoeuvring area and the terrain in
provided at anaerodrome shouldbe operated under the the
approachand
departure areas. The obstacle
supervision of the competent authority in the State. limitation surfaces assess geographic, artificial and
This authority has the obligation to ensure that the mobile obstacles. The visual aids comprise lighting and
appropriate requirements in ICAO Annexes and other markings intheapproach areaand on runways,
relevant documents are met andthat details are taxiways andaprons. Non-visual aids include both
properly promulgated. precision and non-precision guidance systems. The
secondary power supply includes a reserve source and
changeover time specifications.
3.1.4 When such facilities, aids, services and
procedures are provided, details must be included in a
publication issued by the aeronautical information 3.2.3 The terms Category I, I1 and I11 are limited to
service (AIS) described in 3.3.4 and it is a requirement the description of categories of instrument approach
that up-to-date information on any unserviceability or and landing operations as defined in Chapter 1 and are
change of status of any of these be immediately made not associated with the description of ground facilities
available to pilots through ATS and/or AIS. such as runways, visual and non-visual aids.
13

Operations
Physical characteristics transmitter antenna) or in the runway end safety area

(RESA) and even these should be of minimum mass and
3.2.4 . Specifications for runways, taxiways and frangible.
holding bays at an aerodrome are given in Annex 14,
VoIume' I, with guidance on design in the Aerodrome 3.2.8 The appropriateauthorityshould be consuIted
DesignManual (Doc 9157). Explanations o f . the before any new construction is started in thevicinity of
visibility conditions and levels of 'traffic density t o be an aerodrome. The authority should have the power to
considered when developing systems for use
in restrict new construction if this would have an adverse
conditions of low visibility are given in the Manual of effect on operations. Guidance on thecontrol of
SurfaceMovementGuidanceand Control Systems obstacles is contained in the Airport Services lManual
(SMGCS) (Doc 9476) together with a comprehensive (Doc 9137), Part 6 .
listing of appropriate aids andreferences to Annex 14,
Volume I, and other relevant ICAO documents.
Visual aids
3.2.5 Sufficient titviways should be provided so as to
minimize the occupancy of an active runway for taxiing
General
in limited visibility. Appropriate facilities andpro-
cedures must be provided so as to protect an active
3.2.9 The criteria for approach lighting, runway
runway against intrusion during take-off and landing
lighting and runway markings are contained in
operations. The layout of the taxiway system should be
Annex 14, Volume I.
such that during operation inlimited visibility the flow
of traffic is simplified so as to minimize the possibility
of loss of orientation and to avoid ground movement 3.2.10 Visual aids are designed to increase the
conflicts. conspicuity of the runway, provide visual reference in
the final stages of the approach and landing, and to
3.2.6 The characteristics of the approach terrain are expedite ground movement. Their importance increases
not covered specifically ICAO documents, butthe as visibility becomes limited. Approach lighting and
topography of the approach terrain can be important in runway centre line and'runway edge lighting and
all-weather operations. Radio altimeter(s) are required markings provide a reference for the pilot to assess
in Category I1 and I11 operations and are becoming lateral position and crositrack velocity. The approach
widely used in Category I. The ground below the last lighting and threshold lighting and markings provide a
part of the final approach should atleast be regular and roll reference. Touchdown zone (TDZ) lighting and
preferably level. This is important to ensurecorrect markings indicate the plane of the runway surface and
radio altimeter operation for pilot use as well as for show thetouchdownarea providing vertical and
ground proximity warning system (GPWS) and longitudinal reference.
automatic landing system operation. When underlying
terrain is irregular, consideration should be given to use 3.2.11 The visual guidance dei-ived from runway
of radar reflectors to stabilize the radioaltimeter signals lights and/or markings should be sufficient to ensure
in the area preceding the runway threshold. Isolated adequate fake-off alignment and directional control for
buildings or projections which do notmaterially disturb take-off and stopping afterlanding or in an emergency.
radio altimeter indications are usually acceptable (see Although additional instruments, such ashead-up
also 5.25). displays, may enhance the safety of .the operation,
reference to visual aids is a primary requirement even
when some form of ground run monitor and displays
Obsfacle limitation surfaces based on the use of external non-visual guidance are
being used.
3.2.7 Obstacle limitation surfaces and requirements
are defined in Annex 14, Volume I. Control ofobstacles 3.2.12 Visual aids are also important for the safe and
shouldbe established and maintained. For precision expeditious guidance and control of taxiing aeroplanes.
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
approach runways the inner approach surface, inner Annex 14, Volume I, contains specifications for
transitional surfaces and balked landing surface define markings, lights, signs and markers. Requirements may
the obstacle free zone. Only essential equipment and vary, but they may for example consist of markings and
installations that cannot be located elsewhere should be signs supplemented by taxi holding position lights to
placed on the runway strip (e.g. ILS glide path denote holding positions, taxiing guidance signs and

ICAO 9365 t S W 4841416 0028296 007
Chapter 3 - Provision of Facilities and Services at Aerodromes 15
markings on the centre lines and edges of taxiways. Category I precision approach and
Centre line lights and stop bars maybeselectively landing operations
operated to indicate the assigned routing as well as for
the control of aeroplanes. The Manual of Surface 3.2.16 For Category I precision approach and landing
Movement Guidanceand Control Systems (SMGCS) operations the visual aids for paved instrument runways
@oc 9476) contains guidance on the selectionof required by Annex 14, Volume I, are:
SMGCS aids and procedures.
a) Markings
- runway designation
Non-precision approach and - runway centre line
landing operations - threshold
- Tied distance, where the runway code number
3.2.13 For non-precision approach and landing is 4
operations the visuaf aids for paved instrument runways -touchdown zone
required by Annex 14, Volume I, are: -runway side stripe, where there is a lackof
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contrast
a) Markings - taxiway centre line markings,from the runway
centre line, where the runway code number is
- runway designation 3 or 4
-runway centre line - taxi-holding position marking.
- threshold
- fixed distance, wherethe runway code number b) Lights
is 4
-runway side stripe, where there is a lack of
-visual approach slope indicator system
contrast
-taxiway centre line markings,from the runway - precision approach Category I lighting system
- runway edge, threshold and end lights
- stopway lights, where a stopway is provided.
3 or 4
-taxi-holding position marking.
3.2.17 For Category I precision approach and landing
b) Lights
operations the followingvisualaids are alsorec-
- visual approach slope indicator system ommended by Annex 14, Volume I:
- simple approach lighting system a) Markings
-runway edgelights,where the runwayis
intended for use at night
- stopway lights, where a stopway is provided.
- runway side stripe
- taxiway centre line marking, from the runway
1 or 2.
3.2.14 For non-precision approach and landing
operations the following
visual aids are also
recommended by Annex 14, Volume I: b) Lights
Markings -runway centre linelights,underspecified

conditions
- Taxiway centre line marking from the runway - taxi-holding position lights, where there is a
centre line where the runway code numberis 1 need to improve the conspicuity of the holding
or 2. position.
3.2.15 There may alsoberequirements for circling 3.2.18 The requirements for the lower limits of
guidancelights or a runwaylead-inlighting system Category I and for Category I1 and I11 operations are
depending upon conditions around the aerodrome. more demanding.

ICAO 9365 S t = 48414Lb 0028297 T 4 3 W
I6 Operations
..
Non-visual aids Non-visual aids - precision approach -
3.2.22 The ICAO . standard non-visual precision

General approachaidsare ILS and MLS. ILS is the aid in
common use whilst MLS is in the pocess of intro-
3.2.19 The term non-visual aids refers tothe duction. PAR is also recognized as a precision approach
approved radio and radaraids used to assist the pilotin aid. ILS ground equipment comprises a localizer, glide
carrying o,ut an approach and landing under conditions path and at least two marker beacons, or, where the
of eloud orlimited visibility which preclude having sight siting of marker beacons is impracticable, a suitably
of the runway throughouttheapproachphase.In sited DME, provided that the distance information so
conditions of moderate cloud base and visibility the obtained is operationally equivalent to that furnished
purpose of the aid is to establish the aeroplane in a by marker beacons. ILS may be used for all categories
position from which the pilot can safely complete the of operations,butthe beam structure specifications,
approach and landing by visual means, and in such monitoring requirements and continuity of service.
conditions a relatively simple aid may well suffice. In requirements are morestringent for CategoryI1 and I11
-very low cloud base and/or visibility conditions visual operations. MLS ground equipment comprises azimuth
contact may not be available to the pilot and a much and elevation transmitters, DME and for some instal-
more accurate and reliable system will be required to lations, a back azimuth capability.
locate the aeroplane precisely in a vertical and lateral
sense on the nominal approach path. Specifications for
3.2.23 The weather conditions experienced at some
radio and radar aids.are given in Annex 10, Volume I.
airports may be such that low minima may not be
The criteria for terminal area fixes and information on
required. In some cases relatively high OCA/H may
the construction of instrument approach procedures are
preclude low decision altitudedheights. Notwith-
given in PANS-OPS (Doc 8168), Volume 11.
standing these considerations it is desirable to provide
for coupled approaches to low height, with provision
3.2.20 Non-precision approachaidsarethe facilities for automatic landings and roll-outs, by ensuring that
which provide azimuth and/or distance information the ILS/MLS installation meets the applicable ICAO
only. Precision approach aidsprovide vertical (i.e. glide standards referred to above.
path) information in addition to azimuth guidance and,
possibly, distance information. The non-visual aids for 3.2.24 It is essential that all ILS/MLS installations be
which standards have been defined range from non-
ground-and flight-checked at the time of com-
precision aids such as VDF, NDB, VOR, surveillance
missioning and at regular intervals in accordance with
radar, ILS localizer only and MLS azimuth only to the
the requirements of Annex 10, Volume I, Part I, to
precision approach aids PAR and complete ILS/MLS. ensure an adequate and uqiform standardof non-visual
In general terms the non-visual aids cansupport guidance. In the event that a facility fails to meet the
operationsin decreasing cloud base and visibility
requirements for which it was commissioned, or if a
conditions in the order listed.
routine flight test cannotbe completed within the
appropriate time interval, its status must be reviewed
and the facility downgraded as necessary. Users should
Non-visual aids - non-precision approach be advised of changes in ILS/MLS status through the
AIS. Guidance material on flight tesiing is contained in
3.2.21 When using a single non-precision aid for an
the ManualonTesting of Radio Navigation Aids
instrument approach, the position of the aeroplane can (Doc 8071).
only be fixed by overflying the facility. Position fixes
may also be obtained-by an intersection of bearings or
radials from more than one navigational facility, or by 3.2.25 To ensure thatthe integrity of the guidance
the use of DME or marker beacons in association with signal radiated by the ILS/MLS iS maintained during
azimuth guidance. En-route surveillance radar generally aeroplane approaches, all vehicles and aircraft on the
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
. may be used to provide fixes prior to thefinal approach ground must remain outside the ILS/MLS critical areas
fix. Terminal area radars may be used to identify any as described in Annex 10, Volume I, Attachment C to
terminal area fix including step down fixes after the Part I. If a vehicle or aircraft is within the critical area
final approach fix. It is essential that all non-precision it will cause reflection and/or diffraction of the ILS/
aids be ground-and flight-checked at thetime of MLS signals which may result in significant disturb-
commissioning and at regular intervals thereafter. ances to the guidance signals on the approach path.

L
ICAO 93b5 ** m Y B Y 1 4 1 6 0028298 98T
Chapter 3 - Provisionat
of Facilities
Services
and Aerodromes 17
3.2.26 Diffractionand/or reflection may also be 3.2.29 The interim policy for MLS protection should
caused by one or more large aeroplanes or vehicles in be as for thatoutlined for ILSin 3.2.27 and 3.2.28 until
the vicinity of the runway which may affect both the such time as more definite informationis available and
glide path elevation and localizer azimuth signals. This has been operationally validated.
additional area, outside the critical area, is called the
sensitive area. Theextent of the sensitive areas will vary 3.2.30 It is possible for ILS signals inspace to be
with the characteristics of the ILS/MLSandthe affected by the presence of signals fromradioand
category of operations. It is essential to establish the television transmitters, citizen band radios, industrial
level of interference caused by aeropIanes and vehicles plastic welders, etc. The MLS system design and signal
at various positions on theaerodrome so thatthe spectrum protection hasbeen selected to protect against
boundaries of the sensitive areas may be determined. interference. Periodic measurements should be made
and the level of any signals detected, then compared
with an accepted maximum. Such measurements can be
3.2.27 Critical areas must be protected if the weather made by positioning a wide frequency band receiver in
conditions are less than 250 m (800 ft) cloud base or the vicinity of the middle marker. Complaints by flight
3 OOO m visibility when instrument approach operations crews of signal disturbances shouldbe investigated and
are being carried out. ILS critical and sensitive areas special flight checks shouldbemade when thereis
must always be protected if the weather conditions are reason to believe that serious interference is occurring.
lower than 60 m (200 ft) cloudbase or 600 m RVR when Every effort should be made to identify and eliminate
instrument approach operations are being carried out. the cause of the interference.
Inthelatter case, aircraft which will overfly the
localizer transmitter antenna after take-off should be 3.2.31 TerminoIogy used and protection criteria for
past the antenna beforean aircraft making an approach
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ILS/MLS critical and sensitive areas may vary between
has descended to a height of 60 m (200 ft) above the States. For example, some States use the term critical
runway; similarly an aircraft manoeuvring on the area to refer to both ICAOcritical and sensitive areas
ground, for example when clearing the runway after as specified in Annex 10. Thus, when terms used or
landing, should be clear of the critical and sensitive protection provided require clarification or expla-
areasbefore an aircraftapproaching to land has nation, such clarifying informationshould be made
descended to a height of 60 m (200 ft)above the available to relevant operators or States.
runway. The protectionof these areas when the weather
conditions are better than theminimum specified above
will facilitate the use of automaticapproachand
landing systems and will provide a safeguard in deterio- Secondary power supplies
rating weather conditions and when actual weather
conditions are lower than is reported. 3.2.32 Requirements for the provision of secondary
power supplies for visual and non-visual aids are
specified in Annex 14, Volume I, and Annex 10,
3.2.28 Various ILSgroundinstallations of suitable Volume I, Part I, respectively. Guidance material in the
quality are routinely used to gain automatic approach Aerodrome Design Manual (Doc 9157), Part 5 , and in
and
landing experience in visibility conditions Annex 10, Volume I, Attachment C to PartI, describes
permitting visual monitoring of the operation by the how to achieve the changeover times specified.
pilot. They should therefore be protected by interlocks Secondary power is also required for essential
from interference due to the simultaneous radiation of communications andforother associated facilities,
opposite direction localizer beams (Annex 10, such as visibility measuring systems. Changeover times
Volume I,Part I). Wherethis is impracticable for for these latter facilities will be commensurate with the
technical oroperationalreasons andboth localizers operations conducted.
radiate simultaneously, pilots should be notified by the
appropriate ATS unit,by ATIS broadcast, by NOTAM
orinthe relevant part of the AIP. Similar harmful Movement area safety
interference can occur if aircraft in the final phase of
approach or roll-out pass closely in front of the ILS 3.2.33 For low visibility operations additional
localizer antenna serving another runway. The precautions are usually needed to assure safety of
provisions listed above should therefore be applied to aircraft operations, vehicle movement, and personnel.
any such installationswhere experience shows this to be Theaerodromeauthority willneed to complete a
necessary. comprehensive safety assessment of theaerodrome

ICAO 9365 ** M 4 8 4 3 4 3 6 0028299 8 3 6
18 Operations
movement areaandits operations to facilitate the a) prevent collisions between aircraft;

development of procedures to enable unwanted vehicles
and personnel to be excluded from the movement area. b) prevent collisions between aircraft on the
Guidance material is contained inthe Manual of manoeuvring area and obstructions on that area;
SurfaceMovement Guidmce and Control Systems
(SMGCS) (Doc 9496). c) expedite and maintain an orderly flow of air
traffic; and
-d) provide advice and informationuseful for the safe

and efficient conduct of flights.
3.3 SERVICES AT AERODROMES
3.3.5 When establishing airtraffic services, account
should be taken of the need to provide:
General
a) reports of meteorological information including
3. 3.1 Aerodrome services provide the essential altimeter settings, RVR, winds;
ground support elements required for all-weather
operations. The lower the limits and the greater the b) status of operational facilities including
traffic voIume in bad weather, the more complex and navigation aids, aerodrome lighting, signs,
extensive are the aerodrome services required to support markings;
the operation. However, regardless of traffic volume
and thefrequency of operations, there arebasic services c) protection of ILS/MLS critical and sensitive
which should be provided for every aerodrome where areas;
operations in limited visibilities are permitted. These
services comprise an air traffic service, a meteorological d) surface movement control and surveillance;
service, and an aeronautical information service.
e)NOTAM:
3.3.2 Certain aerodrome management functions
relate to the safety of conducting limited visibility 1) navigation facilities status;
operations. Of particular importance is inspection and 2) snow removal, etc.;
maintenance-of the non-visual and visual aids provided, 3) closed runways, construction, etc.;
Maintenance practices for visual aids are contained in 4) lighting system status;
Annex 14, Volume I,andthe Manual of Surface
MovementGuidanceand Control Systems(SMGCS) f) monitoring of instrument approach procedures in
(Doc 9476). Guidance material on establishing a use;
preventive maintenance programme foraerodrome
lighting is in the Airport Services.Manua1(Doc 9137), g) approach and
departure obstacle clearance
Part 9, Airport Maintenance Practices. criteria;
h) runway selection criteria including, where

3.3.3 Aerodrome management is also responsible for
applicable, noise abatement procedures;
making available to AIS or ATS, asappropriate,
information on the status of the aerodrome facilities.
i) alerting emergency services - liaison with rescue
These requirements are detailed in Annex 14, Volume I.
and fire fighting; and
It is important for the aerodromemanagement to have
procedures that provide for the timely availability of
j) service to aircraft in emergency.
such information.
3.3.6 Air traffic.control service

is provided at
aerodromes used for international aeroplane operations
Air traffic services and equipped with navigation aids for instrument
approachand landing, exceptwhere thetypeand
3.3.4 The criteria forthe establishment of an air
traffic service are given in Annex 11. The objectives of
the air traffic services are to:
density of traffic clearly do not justify the provision of
such a service. Airspace designation, in the form of
terminal control areas, control zones, etc., is
a
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L
recommended
regional
in planning criteria to dispatch, en route and in sufficient time for adequate
encompass at least the climb to cruising levelof planning of the approach and landing.During the
departing aeroplanes and the descent from cruising level approach significantchanges in weather and parti-
of arriving aeroplanes. cularly relevant SIGMETsshould be transmitted to the
pilotimmediately. The primary eIementsofmeteo-
3.3.7 The provision of information to the aeroplane rological reports affecting pilot decisions on approach
by the air traffic service becomes increasingly
important include RVR, visibility, cloud conditions, obscurations,
as the weather conditionsdeteriorate. The provisions of surface wind,runway condition, thunderstorm and
Annex 11 and PANSzRAC (Doc 4444) define the stages wind shear reports. (The addition of a runway state
at which the relevant information on weather conditions group to a meteorological report is an agreed
should be passed to the aeroplane. For efficient European region practice for selectedaerodromes
operations during adverseweatherconditions it is whose METARs are carried on the MOTNE and it is
essential that this information be up to date, not part of the WMO METAR code.)
particularly in regard to the visibilityconditions, a
major element in operating minima.When an RVR 3.3.11 The meteorological services required to
assessment system is available, RVR should be reported support all-weather operations are specified in Annex 3
to the pilot whenever either the horizontal visibility or and in the Manual of AeronauticalMeteorological
the RVR is observed to be less than 1 500 m. Practice (Doc 8896). Guidance material in respect of
RVR is given in the Manual of Runway Visual Range
Observing and Reporting Practices (Doc 9328).
3.3.8 The Manual of Surface Movement Guidance
and Control Systems (SMGCS) (Doc 9476) provides 3.3.12 Slant visual range (SVR) addresses the
information on appropriate combinations of visual
measurement of the visibility availableto the pilot along
aids, non-visual aids, radiotelephony communications, the final approach path. However, a practical method
procedures, control and information facilities.The of measuring SVR has not been developed, Thus, it is
system to be adopted at a particular aerodrome shouId
important that RVRassessmentsystems be installed
be designed to meet the operational requirements for
which have a high degree of reliability and integrity.
guidance and control of all relevant traffic in reduced
visibility conditions.
3.3.9 As a generalrule,extraneouscommunications Aeronautical information service

from ATC to arriving and departing aircraft should be
avoided during critical phases of flight. Typicalry this 3.3.13 One of the principal functions of the AIS is to
period is that from slightly before minimum descent ensure the timely dissemination of information on the
altitudeheight, decision altitude/height or alert height availability and serviceability of aerodrome facilities,
to late stages of landing roll. For aircraft on visual services and procedures. This information shouldbe
approaches, this period typically starts at least 100 ft available to pilots during pre-flight planning and in
above ground level. For departing aircraft this period flight.
covers from the beginning of the take-off roll at least
through the initial stage of departure. For cases where 3.3.14 Depending upon the nature of the information
emergencies on the aircraft exist, this period may be and the period of notice available, dissemination may
considerably greater. Examples extraneous
of be made by:
communications could include such items as requests by
ATC for taxiway exit intentions, requests for piIot a) publication of relatively static basic information
reports, or information on equipmentfailures not in an AIP;
operationally relevant, and facility status changes such
as taxiwayclosures not immediatelyaffecting the b) when adequate notice is available,by publication
operation. of Class I1 NOTAM, aeronautical information
circulars or amendment to the AIP;
Meteorological service c) when notice is short, by Class I NOTAM; and
3.3.10 The accurate and timely reporting of meteo- d) when changes occur too late for the NOTAM to
rological conditions is essential.
Current meteorological be received by the pilot or are of short duration,
information must be available to the pilotprior to by ATS transmission.
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' I C A O 9365 ** W 484343600283032T4 W
20 Manual of All- Weather Operations
3.3.15 The Standardsand Recommended Practices -missed approach manoeuvre, is established for each
for anaeronautical informationservice are contained in instrumentapproach procedure. It specifies a point
Annex 15 and further guidance is given in the Aero- where the missed approach begins and a point or an
nautical Information ServicesManual (Doc 8126). altitude/height where it ends. The missed approach is
assumed to be initiated not lower than the DA/H in
3.3.16 aerodrome
an
At with relativeIy
few precision approach procedures, or at a specified point in
movements it may well be possible for those persons in non-precision approach procedures not lower than the
charge of particular equipment or functions to arrange MDA/H.The missed approachpoint-(MAPt) in a
for the'i'elievstnt information to be published. For abusy procedure may be:
aerodromea specialist staffed AIS may berequired
both to receive information from those in charge of a) the point of intersection of an electronic glide
facilities and to arrange for its dissemination to users. path with the applicable DA/H; or
b) a navigational facility; or
3.a --ZNSTRUMENTDEPARTURE, ARRIVAL AND c) a fix; or

INSTRUMENT APPROACH PROCEDURES
d) a specified distance from the final approach fix
(FAF) .
3.4.1 Material relating to the establishment of
standard instrument departure and arrival routes and
If upon reaching theMAPt, the required visual
associated procedures is contained in Annex 11 and the
reference is not established, the procedure requires that
Air Traffic ServicesPlanningManual (Doc 9426).
a missed approach be initiated at once in orderfor
Criteria
for
the design
of standard
instrument
protection from obstacles to be maintained. Only one
departures (SID), standard instrument arrivals (STAR)
missed approach procedure is published for each
and instrument approach procedures, with the means of
approach procedure. It is expected that the pilot will fly
determining obstacle cIearance, are given in PANS-OPS
the missed approach procedure as published. Inthe
(Doc 8168), Volume 11. Adequateinformationon
event a missed approach is initiated prior to arriving at
obstacles must bepromulgated so as.to permit
the missed approach point, it is expected that the pilot
operators to discharge their obligation, under Annex 6,
will normally proceed to themissed approach point and
Part I,relating to thedevelopment of departure contin-
then follow the missed approach procedure in order to
gency procedures. Guidance on the control and survey
remain within the protected airspace.
of obstacles is given in the Airport ServicesManual
(Doc 9137), Part 6. Specifications for the productionof
Note.- This -does notpreclude flying over the
instrument procedure chartsand obstacle charts are
missed approach point (MAPt) at an altitude/height
given in Annex 4. Further guidance is contained in the
greater than that required by the procedure.
Aeronautical Chart Manual (Doc 8697).
3.4.2 Thepurpose of such an instrument approach 3.4.4 For non-precision approaches, a visual descent
procedureis to provide for the orderly progress of an point (VDP) concept has been developedby one State to
aeroplane under instrument flight conditions from the minimize early or late descents from minimum descent
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
beginning of the initial approach to a landing on the altitude/height. This State's criteria for establishing a
runway, or to a point from which a landing may be visual descent point are contained in-Appendix C .
made visually or the missed approach segment of the
procedure is completed. Whenever an instrument
approachaid is provided to serve arunway, the 3.4.5 Standard
departure
and
arrival procedures
provision of a n instrument approachprocedure is
~ have the effect of -facilitatingairtraffic flow and
require&;This procedure-must' define the tracks to be- management. They also simplify clearance delivery
' flown with the associated altitudes or heights and must procedures. This is particularly beneficial at aero-
include the minimum altitudes or heights at which an dromes with high movement rates. A further benefit
aeroplane may be flown inorder to ensure that the may be the avoidance of restricted or populated areas.
required obstacle clearance is maintained. However, prior to theimplementation of such routes, it
is important to ensure that terrain, obstacle clearance,
3.4.3 A missed approach procedure, designed to navigation and communication requirements can be met
provide protection
from obstacles throughoutthe by aeroplanes likely to use the standard routes.

I C A O 9365 ** 484141b 0028302 130 W
Chapter 3 - Provision of Facilities

atServices
and Aerodromes 21
3.4.6 The obstacle environment should be monitored procedures that should be brought to the attention of
to ensure that new obstacles such as building flight operations personnel, including flight crews. This
constructionand growing trees donot affectthe may be summarized as:
obstacle limitation surfaces. It may benecessary for the
State to ensure that proposals for construction in the a) the parameters on which the instrument approach
vicinityof theapproachand departurepathsare procedures are based;
brought to the attention of the aerodrome authority.
b) the
flight manoeuvres which the areas are
3.4.7 Each instrument approach procedure, SID and designed to contain;
STAR shouldbe established and published as an
integral procedure designed to permit aeroplanes to c) the procedures that have been developed;
navigate without radar vectoring. When radar vectoring
is an essential part of the instrument approach d) the need for strict adherence to the procedures in
procedure, SID or STAR, then this requirement should order for aeroplanes to remain within the
be clearly stated in theprocedure. designated areas and thereby achieve and
maintain safety in operation; and
3.4.8 Instrument
approach procedures, SIDsand
STARs shouldbe based on the availability andthe e) the fact that the procedures have been developed
characteristics of the facilities used. It should be for normal operating conditions.
realized that the manoeuvrability of certain aeroplane
types may also be a limiting factor (PANS-OPS In developing the instrumentapproach procedures,
(Doc 8168), Volumes I and 11). Therefore, when obstacle clearance has been closely related tothe
instrument approach procedures, SIDs and STARs are effective performance of the approach facilities in use
established they should be flight-checked for their and the operational performance and size of modern
validity as appropriate. aeroplanes. However, flight crews should be trained to
make allowance forabnormal operating conditions
3.4.9 PANS-OPS (Doc 8168), VoIume I, contains such as low level wind shear or severe turbulence when
information concerning instrument
approach they are likely to be encountered.
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ICAO 7365 ** m 484LYLb 0028303 077 m
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
Chapter 4
BASIC-REQUIREMENTSFOR THE AEROPLANE
__ AND FLIGHT CREW
4.1 INTRODUCTION minimum requirements of some States for the

equipment which must be functioning in the aeroplane
When an aeroplane is to be operated under instrument for Category I operations. This is a minimum
flight rules (IFR) it must be equipped with the flight requirement and experience in these States has shown
instrumentsand the communication and navigation that some duplication of equipment is necessary to
equipment which willenable the flight crew to carry out ensure that this minimum will be available when it is
the required procedures .for instrument departure, needed. Detailed information on airworthiness require-
arrivalor instrument approachappropriate tothe ments can be foundinthe Airworthiness Technical
operation.The
flight crew must be licensed in Manual (Doc 9051), in Joint Aviation Requirements
accordance with Annex 1, .qualified to operatethe (JARs - Europe) and in operations and airworthiness
aeroplane under instrument flight rules and trained in requirements of the Federal Aviation Regulations
the use of the particuiar flight deck procedures (FARs - United States), and Joint Aviation Require-
required. This chapter describes a means of compliance ments of the USSR (JARs - Union of Soviet Socialist
with these requirements and also shows where the Republics).
criteria can be found.
4.2.3 Additional requirements areappropriatefor 0

Category TI and 111 operations. Specific details are
given in Chapter 5 of this manual.
4.2 THE AEROPLANE AND IT EQUIPMENT
4.2.1 The provisions of Annex 6, Part I, require that 4.2.4 The following are minimum equipment
the aeroplane beoperated under a current certificate of combinations acceptable for Category I operations by
airworthiness andbe maintained in a serviceable multi-engine aeroplanes using ILS or MLS for either
condition in accordance with an approved maintenance manual or automatic approaches:
programme. It must also be able to achieve the level of
performance necessary to make all the manoeuvres - Equipment type/specification
required to complete the take-off and approach and
landing safely at all aerodromesof intended operations. - ILS or MLS receiver
Any adverse conditions which are likely to be encoun-
tered during such operations should be considered in - ILS or MLS raw data display
making the performance assessment.
- 75 MHz marker beacon receiver and indicator
(certain MLS operations require DME)
4.2.2 The basic requirements for aeroplaneflight
instruments, radio communication and navigation -Flightdirector - single with single display
equipment are contained in Annex 6 , Part I, but they (prescribed by some States for turbine-powered
are
not specific in respect of requirements for aeroplanes)
instrument departure, arrival and approach operations.
As a consequence some States supplement Annex 6 by or
specifying the minimum requirement foraeroplane
equipment needed for particular flight operations. The
equipment listed in 4.2.4 below is an example of the
Automatic flight control system with ILS/MLS
coupled approach mode. 0
22

I C A O 93b5 ** = 484l14Lb 0028304 TO3 W
Chapter 4 -Requirements
Basic for
Aeroplane
the and Flight Crew 23
4.3 THE FLIGHT CREW a) operation of the aeropIane and monitoring of

flight progress;
General b) operation and monitoring of aeroplane systems;

and
4.3.1 It is essential that flight crews are trained and
qualified in aspects of&-weather operations appro- c) decision making.
priate tothe intended instrument operations. This
process is divided into two parts:
4.3.4 For a period after initial qualification,
a) ground instruction in the background and including piIotsnewly appointed as pilots-in-command,
philosophyofall-weather operations including until sufficient experience is gained on a particular
description of the characteristics, limitations and aeroplane type a margin should be added to the minima
useof instrument approach and departure pro- approved for fully qualified crews.The required margin
cedures and those of the airborne equipment and and the required experience should be determinedby the
ground facilities; and State of the Operator following consultation with the
operator.
b) flight training in procedures and techniques
specific to the aeroplane, which may be carried
4.3.5 A ground training programme shouldprovide
out in an approved flight simulator and/or during
instruction for all flight crew members asappropriate to
airborne training.
their duties. The specific format of any training
programme should be designed to fit the particular
operation. It should cover the following items where
4.3.2 Before flight crews are authorized to carry out applicable:
take-offs in limited visibility conditions or instrument
approaches it isnecessary to take into account the a) the characteristics of the visual and non-visual
following factors: approach aids;
a) composition of the flight crew; b) the particular aeroplane flight system, instrumen-
tation and display systems and their limitations,
b) qualifications and experience required; the effect on aerodrome operating minima of any
limitations necessitated by inoperable or unser-
c) initial and recurrent training; viceable instruments or systems;
d) need for special procedures; and c) the approach and missed approach procedures
and techniques;
e) any operating limitations.
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d) the use of visibility and RVR reports, including

As approval for lower aerodrome operating minima is the various methods of assessing RVR, and the
sought, increasingemphasis on these factors will be limitations associatedwitheachmethod, the
required. structure of fog and its effect on the relationship
of RVR to the pilotsvisualsegment and the
problems of visual illusions;
Crew composition and training e) the influence ofwind shear, turbuIenceand

precipitation;
4.3.3 The minimumcomposition of the flight crew
shall be in accordance with Annex 6, Part I, and the 0 the pilot task at DA/H or MDA/H, the use of
relevantassociateddocuments. Information on the visualcues,theiravailability and limitations in
allocation of crew duties and responsibilities must be reduced RVR and various gIide path angles, pitch
fully described in the operations manual. The compo- attitudes and cockpit cut-off angles,the heights at
sition of the flight crew and the distribution of duties which various cues may be expected to become
should be suchthat each crew member is ableto devote visible in actual operations, procedures and
the necessary time to assigned tasks, i.e.: techniques for transition from instrument to

I C A O 9365 t t 484L4Lb 0028305 9 4 T

Operations
visual reference, including the geometry of eye- installed in the aeroplane, down to the specified
height, wheel height, antenna position and pitch operating . minima, followed by a missed
attitude with reference to various pitch attitudes; approach, all without external visual reference;
g) action to betaken if the visibility deteriorates c) instrument approaches using the aeroplane's
when the aeroplane is below DA/H or MDA/H, automatic flight control system, followed by
- andthe techniques to be adopted for transition reversion t o manual control for flare and
landing;
from visual to instrument flight;
d) procedures and techniques . for reversion to
h)-action.in theevent of equipment failure aboveand instrument flight and the execution of a balked
below DA/H or MDA/H; - landingand
a subsequent missed approach
. .
resulting from lossof visual reference below
i). significant- -factors in the calculation of deter- DA/H or MDA/H;
. - . minatiod.' of aerodromeoperating minima,
including height loss during the missed approach e) practice in the handling of system failures during
manQeuvre and obstacle-clearance; the approach, landing and missed approach; and
j) effect of system malfunction on auto-throttle or f) take-offs in reduced visibility, including system

autopilot performance (e.g. engine failure, pitch failures, engine failures -and rejected take-off.
trim failure);
4.3.8 The frequency system of malfunctions
k) procedures and techniques for reduced visibility introduced in the training programme should not be
take-offs including abandoned take-off and such as to undermine the confidence of flight crews in
action to betaken if the visibility deteriorates the over-all integrity and reliability of the systems used.
during take-off run; and
1) such otherfactorsas are considered to be 4.3.9 The recurrent training required by Annex 6,
necessary by the State of the Operator. Part I, to maintain pilot proficiency on an aeropIane
type together with that required to maintain and renew
4.3.6 The pro&amrne for initial and recurrent the instrument rating will normally be sufficient to
training should provide simulator and/or in-flight ensure continued qualification to conduct instrument
training onthe particular aeroplanetypefor all approaches. However, as a minimum the recurrent
mimbers of the flight crew. The State of the Operator, training should include take-offs in reduced visibility
in consultation with the operator, should decide which and all types of instrument approaches which the pilot
elements of a training programme: is authorized to carry out..These approaches should be
flown to the specified operating minima and the pilot
a) may or may notbe performed in a flight should demonstrate thelevel of proficiency required by
simulator; theState of theOperator. Consideration should be
given to a recency requirement, i.e. that pilots should
b)-may or may not be performed in the aeroplane. carryouta minimum number of practice oractual
instrument approaches each month (or other suitable
period) to maintain their instrument flying qualifi-
4i3.7 Training should cover the following items as
cation.This recency requirement is in no way a
appropriate:
substitute for recurrent training.
a) 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 4.4 OPERATINGPROCEDURES
operating minima and transition to visual
reference and landing; 4.4.1 Operations in adverse weather call for special
procedures and instructions which must be included in
b) instrument approach with all engines operating the operations manual. Guidance as to the form and
and with the critical engine inoperative, using the content of an operations manual is given in Annex 6 ,
. various flight guidance and control systems Part I, the Manual of Procedures for Operations
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25
Certificationand Inspection(Doc 8335) and the mama1 e) any increments to beadded to the minima for use
on the Preparation of an Operations Manual by the pilot-in-command recentIy converted to
(Doc 9376). Further guidance relative to Category I1 type, together with the period during which this
and I11 operations is givenin Chapter 5 of this manual. limitation should apply;
4.4.2 The precise nature and scope of the operations f) authorityforthe pilot-in-command to apply
manual with respect to all-weather operations will vary higher values of minima as judged to be required
fromoperator to operator with differences between by circumstances;
aeroplanes and their. equipment. The following items
should always be included: g) action tobe taken when weather conditions
deteriorate below minima;
a) a standard flight crew procedure for instrument
approaches applicable to the aeroplane in h) guidance on the visual reference required for
question including callouts and responses, the continuation of theapproach below DA/H or
allocation of flight crew duties in theoperation of MDA/H;
aeroplane equipment, and allocation of responsi-
bility for cross-monitoring during approach and i) requirements for
a take-off alternate when
landing. The procedure should ensure that one conditions at the departure aerodrome are below
pilot continues to monitor the instruments during landing minima;
the visual phase at and below DA/H or MDA/H;
j) checks for satisfactory functioning of equipment
b) minima for take-off; both on the ground and in the air;
c) minima for each type of approach; k) a list of aeroplane equipment allowable

-.
deficiencies; and
d) any incremen>ded to the minima in the
event of airborne or ground
system deficiencies or 1) identification of aeroplane system or equipment
failures; failures requiring abnormal oremergency actions.
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Chapter 5
ADDITIONAL REQUIREMENTS FOR
CATEGORY I1 AND 111 ILS OPERATIONS
Note.- MLS Category Nand 111 operations are not 5.2 AERODROME FACILITIES
currently approved. As experience is
gained,
the
as appropriate.
material in this chapter will be amended
Initial planning considerations
5.1 GENERAL 5.2.1 The setting up and conduct of Category I1 and

111 operations involve extensive initial study, planning,
5.1.1 There are factors additional to those described management, administration and control, in addition to
in Chapters 3 and 4 to be considered for Category I1 large capital expenditure and high maintenance costs.
and I11 operations. These include:
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For these operations the standards of the equipment

required and all the associated features will be to more ~.
a) the need for additional and more reliable ground & ~ c:p z&e- costly to
d e r r , a n d h ~ i f-i c a t i o ~wllF.ch
~
equipment andairborne systems capable of provide and to operate. Studies may be necessary in the
guiding the aeroplanewith greater accuracy to the initial planning stages which will consider such factors
decision height and, when appropriate, through as theincidence of low visibility conditions, present and
to a landing and subsequent roll-out; forecasttraffic volumes, the proximity of alternate
aerodromes and their facilities, andthepotential
b) special requirements for flight crew qualification, enhancement of regularity of service and safety
training, demonstration of proficiency and standards. Clearly, there wouldbe little merit in an
recency; expensive development which could not be justified in
terms of the incidence of low cloud base or visibility
c) more stringent criteria for obstacle limitation conditions and traffic volume. However, where a case
surfaces; can be made for the initial introduction of precision
approach operations it may be worth considering from
d) nature of the pre-threshold terrain; the outsettheinstallation of higher standards of
equipment, against the likelihood of futuretraffic
e) more stringent criteria for the protection of the increases and operators aeroplane re-equipment plans.
ILS signal; Guidance material is contained inthe Manual of
Surface Movement Guidanceand Control Systems
f) adequacy of runways and taxiways, approach,
(SMGCS) (Doc 9476).
runway and taxiway lighting andmarking for
such operations;
5.2.2 Therearenational differences in methods of
g) the need for more comprehensive surface licensing aerodromes and authorizing operations.
movement guidance and control
in limited However, it is desirable that there be an inter-State
visibility conditions; and understanding that no State will promulgate a runway
as available for Category I1 or I11 operations until the
h) rescue and fire-fighting deployment. facilities and servicesmeet ICAO specifications.
WheretheState of theAerodrome has additional
5.1.2 Detailed guidance on the above aspects is requirements it is implicit that these are provided before
provided in this chapter. promulgation.
26

ICAO 9365 ** m I.184LYlb 0028308 659 m
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Chapter 5 - Additional Requirements for Category 11 and III ILS Operations 27
Runways and taxiways Annex 14, Volume I, makes referenceto the maximum
slopes of pre-threshold terrain which are normally
5.2.3 Specifications and guidance physical
on acceptable when planning a new runway on which
characteristics of runways and taxiways are contained operations are to include auto-coupled approaches and
in Annex 14, Volume I, and the Aerodrome Design automatic landing. However, radio altimeter inputs
Manual (Doc 9157), Parts 2 and 3. When considering may also be required when the aeroplane is on final
the design aspectsfor a new runway, or major changes approach as much as 8 km (5 NM) from touchdown
to anexisting one, due considerationshould be given to and, at aerodromes where the terrain beneath the
the need to provide. for the category of operations approach flight path is not approximately level,
intended at each such runway.For example, limitations abnormal autopilot behaviour may result as follows:
mayneed to be placed on the ground movement of
vehicles and aircraft to ensure that ILS criticaf and a) where the terrain under the approach is markedly
sensitiveareas are avoided. In general, the requirements lower than thethreshold, the radio altimeter input
for Category I1 and I11 operations are no more for a particular stage of the approach maybe
demanding than those for Category 1. However, the signalIed later than required;
separation distancebetween a holding bay or taxi-
holding position and the centre line of the runway may b)where the terrain is markedlyhigher than the
be
significantly
greater for Category I1 and III threshold, the radio altimeter input for a
operations. Also the dimensions for the critical and particular stage of the approach may be signalled
sensitive areas may be greater for Category I1 and 111 sooner than required; and
operations.
c) where the terrain consists of a series of ridges and
valleys either the situation in a) or that in b) may
Obsfacle limitation criteria arise.
5.2.4 Criteria for obstacle limitation surfaces are Where the characteristics of the terrain are considered
specified in Annex 14, Volume 1. Guidance on obstacle marginal fora particular aeroplane type, a demorr-
limitation surfaces for precision approach runways is stration should be made to determine that the
given in the Airport Services Manual(Doc 9137), Part performance or function of the automatic flight control
6. The limitation of obstacles in, and the dimensions of, systemis not adverselyaffected. The demonstration
an obstacle free zone are prescribed in Annex 14, may take the form of flight trials or a suitable analysis.
Volume I. For Category I1 and I11 operations, the Any additions or alterations to existing structures or
obstacle-free zone, extended when appropriate to the terrain in the pre-threshold area must be monitored to
appropriate Category I1 obstacle clearance height, must determine any effect on published information. In the
not be penetrated by any obstacle except
those event that analteration has a significant effecton radio
specifically permitted in Annex 14, Volume I. altimeters then the amended data relating to the terrain
profile must be rapidly disseminated.
Pre-threshold terrain 5.2.6 The determination of decision height by means

of the radio altimeter may require consideration of the
5.2.5 Annex 4 requires that a terrain profile chart be approach terrain out to 1 000 m from the threshold.
published by States providing facilities for Category I1
and 111 operations and the Aeronautical Chart Manual
(Doc 8697) providesguidance on the production of Visual aids
suitable charts. The operation of some automatic
landing systems is dependent among other things on the 5.2.7 Approach, threshold, touchdown zone,
radio altimeter@). Theflare profile, the rate of descent runwayedge, centre line,runway end and other
at touchdown, and the distance of the touchdown point aerodrome lights are requiredincompliance with
from the runway threshold can, therefore, be affected Annex 14, Volume I, appropriate to the category of
by the profile of the terrain immediately prior to the operation for which a runway is intended. Wherever
threshold. The terrain which is most critical lies in an feasible, and particularly in instances wherethe runway
area 60 m either sideof the runway centreline extending may in future be upgraded so as to be suitable for
into the approach area to the distance of at least 300 m Category I1 and I11 operations, it is advantageous to
before the threshold. The guidance materia)
in provide the necessaryimprovedlightingduring the

I C A O 9365 t t m 48414Lb 0028309 595 m
initial construction orresurfacing of precision approach inspection of all sections of the lighting system, and
runways. This would eliminate the need for extensive consideration may, therefore, begiven to monitoring
modifications to thelighting system in future upgrading only the lighting circuits. To help safeguard
of the runway for Category I1 and I11 operations. recognizable patterns in the event of failure of a single
circuit, circuits should be interleaved so that the failure
5.2.8 For daylight operations experience has shown of adjacent lights or clusters of lights will be avoided.
thatsurface markings arean effective means of Requirements and guidance on the design, maintenance
indicating the centre lines .of taxiways andholding and monitoring of lighting circuits is- containedin
positiofis-. -A holding position sign is required at all Annex 14, Volume I, andthe Aerodrome Design
Category I1 and I11 holding positions. Signs may be Manual (Doc 9157), Part 4.
needed to identify taxiways. Taxiway centre line lights
or taxiway edge lights and centre linemarkings
providing adequate guidance are required for -Categ-
ory I1 and I11 operations. The conspicuity of runway Non-visual aids
markings and taxiway markings deteriorates rapidly,
particuladyataerodromes havinghigh movement rates. 5.2.11 TheILSground equipment must meet the
The need to inspect frequently and.maintain the facility performance requirements specified in
markings cannotbe over-emphasized, especially for Annex io, Volume I, Part I. The guidance material in
Category I1 and I11 operations. Attachment C to Part I of that document also provides
information for theplanning and implementation of the
5.2.9 Stop bars can make a valuable contribution to ILS. The Manual of Testing of Radio NavigationAids
safety and ground traffic flow control in low visibility (Doc 8071) provides guidance on ground and flight
.qxrations. Theprimary-safety functionof the stop bar testing of radio navigation aids; Volume I1of the
is the prevention of inadvertent penetrations of active manual is concerned with ILS facilities; The quality of
runways and OFZ by aircraftand vehicles in such the ILS signals in space is not determined solely by the
conditions. Stop barsshould be provided at .all taxiways quality of the ground equipment; the suitability of the
giving access to active runways during limited visibility site, including the influence of reflection from objects
conditions unless the aerodrome layout, traffic density illuminated by the ILS signals and themanner in which
and applied procedures enable protection by other the ground equipment is adjusted and maintained has a
means at the discretion of the responsible authority. significant effect on thequality of the signal received at
Stop bars when provided should be used at least in the aeroplane. It is essential that the ILSsignal in space
visibility conditions corresponding to RVRs of lessthan is flight-checked in order to confirm that it meets in all
400 metres. They also may contribute, in conjunction respects the appropriate standards of Annex 10,
with other elements of the SMGCS, to effective traffic Volume I, Part 1.
flow when low visibility prevents ATC from effecting
optimum flow and ground separation by visual 5.2.12 All facilities associated with theILSground
reference.It may also be advantageous to partly equipment must be monitored in accordance with the
automate the operationof selected stop bars so that the requirements of Annex 10, Volume I, Part I. Guidance
air -traffic .controller will not be required to operate material on monitoring is contained in Attachment Cto
them -manually every time, thus avoiding possible Part I of Annex 10, Volume I.
human errors; for -example a .manual switch-off of a
stop bar after issue of a movement clearance would be 5.2.13 To ensure thatthe integrity of theguidance
followed by an automatic reillumination by the crossing signal radiated by theILS is maintainedduring
aeroplane, or a limited visibility setting onthe aeroplane approaches, all vehicles and aircraft on the
control panel would automatically illuminate stop bars ground must remain outside the ILS critical and
across taxiways -which are not to be used in limited sensitive areas as described in Annex 10, Volume I,
dsibillties. Attachment C to Part I, when the aeroplane on final
approach has passed the outer marker. If a vehicle or
5.2.10 It will be appreciated that some lights in a aircraft is within the critical area it will cause reflection.
particular system may fail, but if such failures are and/or diffraction of the ILS signals which may result
distributed in a manner which does not confuse the in significant disturbances to the guidance signals on the
lighting pattern,the system may be regarded as approach path. Additional longitudinal separation
serviceable. It is both difficult and expensive to provide between successive landing aeroplanes contributes to
monitoring of individual lights, except by reguIar visual the integrity. of ILS guidance signals.
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I C A O 9 3 6 5 99 48434Lb
0028330 207
Chapter 5 - Additional Requirements for Category ILS

11111
and Operations 29
5.2.14 Diffractionand/or reflection may also be 5.3 AERODROME SERVICES

caused by large aeroplanesin thevicinity of the runway
which may affect both the glide path and the localizer
signals. This additional area, outsidethe critical area, is Aerodrome safety assessment
called the sensitive area. The extent of the sensitive
areas will vary with the characteristics of the ILS and 5.3.1 Insomeconditions of limited visibility, air
the category of operations. It is essential to establish the traffic controllers may no longer beable to see the
level of interference caused by aircraft and vehicles at whole movement area of the aerodrome butpilots will
various positions on the aerodrome so thatthe still have thecapability to see othertrafficin their
boundaries of the sensitive areas may be determined. vicinity and to avoid it if necessary. In worse conditions
Since it is obviously not practicabIe to develop precise it may well be that neither the controller nor the pilot
criteria covering all cases, the size and shape of the will be able to see the other traffic, and it may then
sensitive areas for a particular category of operation become essential to have a system which effectively
must be determined by the State concerned. ensures the separation of aeroplane from aeroplane or
aeroplane from vehicles. Guidance on such systems is
Note.- Some States do notdistinguishbetween given in the Manual of Surface Movement Guidance
criticalandsensitiveareasas defined in Annex 10. and Control Systems (SMGCS) (Doc 9476). The first
These States define instead an area,largerthanthat practical step towards achieving this involves a
defined in Annex IO but still called the critical area. In comprehensive safety assessment of theaerodrome
addition, this areais protected when anarriving aircraft which requires examination of all the relevant factors
is within the middle marker, when cloud and visibility such as layout of the movement area and aeropIane and
conditions are below specified values.This affords vehicle routings, relevant existing instructions and
protection equivalent to that described above. rules, meteorological records, movement statistics,
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records of runway intrusions, existing security

procedures, etc. The actionarisingfrom such an
5.2.15 The reliability of the ILS ground equipment is assessment will be dependant uponthe characteristics of
a measure ofthe frequency of unscheduled outages the movement area and the type of operation and will
which may be experienced. Reliability will be increased need to incIude consideration of the following:
by providing on-line standby equipment and by
duplication or triplication of key functions, including a) training of ground personnel;
power supplies. The lowest value of operating minima
can only be achieved with ILS that have high standards b) maintenance of records by ATS of persons and
of reliability. The specifications in Annex 10, Volume I, vehicles on the manoeuvring area;
Part I, indicate the total maximum periods of time
allowed outside the specified performance limits for c) non-essential personnel and vehicles to be
each ILS facility performance requirement. withdrawnfrom movement areas when limited
visibility weather conditions prevail or are
impending;
d) essential vehicles permitted to enter the movement

Secondary power supplies area in limited visibility conditions to have R/T
communication with ATS;
5.2.16 Requirements forthe provision of secondary
power supplies for visual and non-visual aids are e) patrols where necessary inareas of intensive
specified in Annex 14, Volume I, and Annex 10, vehicle movement where there is no traffic control
Volume I, Part I, respectively. Guidance materia1 in the point between those areas and the runway;
Aerodrome Design Manual (Doc 9157), Part 4, and in
Annex 10, Volume I, Attachment C to Part I, describes f) unguarded aerodrome entrances to be locked and
how to achieve the changeover times specified. inspected at frequent intervals;
Secondary power is also required for essential
communications andfor other associated facilities, g) procedures to warn airlines andother organiz-
such as visibility measuring systems. Changeover times ations with movement area access of the
for these latter facilities will be commensurate with the commencement of the more restricted measures;
operations conducted. and

ICAO 93b5 ** = 48414Lb 0028311, 143 =
30 Operations
h) development of appropriate emergency Security and surveillance

procedures.
5.3.6 When no special surveillance equipment is
In some States these actions are a by-product of the employed and control over traffic on the movement
normal security procedures but in others they are part area is maintained by procedures and visua1 aids,
of special procedures which are implemented in a unauthorized traffic must be restricted by local security
-worseningWeather situation when the RVR falls below measures. Normally, it may be expected that routine
a predetermined value, typically 800 m. Guidance on measures for restricting unauthorized traffic on an
low visibility operations and examples of low visibiIity aerodrome will be adequate for limited visibility
procedures are given in the Manual of Surface operations (i.e. security fences around the airport,signs
MovementGuidanceand Control Systems(SMGCS) restricting unauthorized access and limiting access only
(Doc 9476). to those vehicle operators who are familiar with
essential precautions and procedures). When the local
5.3.2 A number of European States have jointly situation is such that routine measures may not be
agreed upon- a method o f . carrying out a safety adequate, special measures should be taken to provide
assessment for Category I1 or I11 operations at surveillance and control,particularly for theILS critical
aerodromes in those States and detailed guidance on and sensitive areas and active runways. For example,
this method is contained in ECAC Document No. 17. when construction or maintenance vehicles are engaged
in mobile activities on the aerodrome at the onset of
Category I1 or I11 operations it may be necessary to
Ground movement control of terminate their activities and remove them from the
aeroplanes and vehicles manoeuvring area until
the visibility improves.
Alternatively, it may be appropriate to accompany such
General vehicles with a radio-controlled escort while the limited
visibility condition prevails.
5.3.3 The Manual of Surface MovementGuidance
and Control Systems(SMGCS) (Doc 9476) provides
informationonappropriate combinations of visual
aids, non-visual aids, radiotelephony communications, Air traffic services
procedures, controlandinformation facilities, The
system to be adopted at a particular aerodrome should 5.3.7 The provision of an air traffic control service
be designed to meet the operational requirements for is essential at aerodromes planned for Category I1 and
guidance and control of all relevant traffic in limited I11 operations. The essential information to be provided
visibility conditions. to pilots isspecified in Annex 11 and in Part IVof
PANS-RAC (Doc 4444). Guidance onthe responsi-
5.3.4 Ground movement control procedures should bilities of the ATS is given in the Manual of Surface
ensure that runway incursions are prevented during any Movement Guidance and Control Sysfems (SMGCS)
period when the runway is required for take-off and (Doc 9476).
landing operations,
5.3.5 Procedures and aids which facilitate 5.3.8 Informationon the status of relevant ground
movements on a busy aerodromeareadequate in systems should be promptly passed to flight crews
visibility conditions down to about150 m. In visibilities conducting instrument approaches. This is particularly
below this, aids specifically designed for movement of critical for Category I1 and 111operations. Although the
aerodrome traffic may be necessary. Control, surveil- general recommendation. found in 3.3.9, which
lance and safety will be enhanced by the use of encourages ATC to minimize transmission of
supplementary facilities, such as an aerodrome surface extraneous communication to flight crews during
movement radar, controllable taxiway lights, stop bars, criticaI phases of flight is valid, care must be taken to
signs and local detectors such as induction loops, not filter information which may seem-unimportant to
intrusion alarm.devices, etc. Essential vehicles must be ATC, but which in fact may be operationally relevant.
able to manoeuvre in limited visibility conditions and Accordingly, the following principles should be applied
they should be strategically located during. .these to radio communications between ATC and Category I1
operations so that their services will be available in a and 111 arrivals, orfor aircraft departing in low
minimum of time. visibility:
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ICAO 9365 t t m 484141b 0028332 O 8 T m
Chapter 5 -Additional Requirements for Category 11 and 111ILS Operations 31
a) As a minimum, information should be provided service. Where necessary, because of the need for long
in accordance with the PANS-RAC (Doc 4444), finals, etc., approval to conduct such an exercise maybe
Section 4. requested by the pilot and ATC units should agree to
such a request whenever traffic will permit. ILS critical
b) ATC,operatorsandauthorities should reach and sensitive area protection should be provided to the
prior agreement on deficiencies, failures or greatest extent possibIe at alltimes, however, this is not
anomalies that may occur which could affect always possible.While a requested exerciseisbeing
Category I1 and I11 operations or low visibility conducted ATC units should, as feasible, apply
take-offs, particularly if they are site specific or restrictions to take-offs and landings and taxiing
unique. holding positions as if low minima conditions actually
existed. When this is not feasible ATC should advise the
e) Commonly agreed terminology should be devised pilot accordingly.
to be applied by ATC for transmission to flight
crews when the above occurrences take place.
Meteorological services
d) Understanding should be reached on any
situations which may occur for which ATC does 5.3.12 The meteorological information required to
not, or will not, advise landing aircraft. support Category I1 and I11 operations is specified in
Annex 3 and amplified in theguidance in theManual of
e) As a general rule, if doubt exists regarding the AeronauticalMeteorologicalPractice (Doc 8896).
operational relevance of information, ATC will Further guidance on RVR assessment and reporting,
pass that information to flight crews for flight particularly on the increase in the number of reporting
crews to decide its operational application and positions from one forCategory I operations, to two or
significance. threefor Category I1 operations,and to three for
Category I11 operations, is given inthe ManuaC of
5.3.9 Because ILS signals can be disturbed by Runway Visual
RangeObserving and Reporting
reflections caused by aeroplanes overflying the localizer Practices (Doc 9328).
antenna, ATC units must exercise the necessary control
to ensure that, at least during Category I1 and 111
Aeronautical information services
operations a departing aeroplane has overflown the ILS
localizer antenna before thearrivingaeroplane has
5.3.13 The requirements of the AIS are given in 3,3.4
descended to 60 m (200 ft). This is necessaryto preserve
of Chapter 3.
the integrity of the precision guidance system during the
time when the landing aeroplane is critically dependent
on the quality of the signal in space. Forthesame Minimum ground system requirements for
reason,additional longitudinal separation may be particular Category I1 and I11 operations
required betweensuccessive landing aeroplanes; this
may affect thecapacity of the aerodrome. Appropriate 5.3.14 Under normal circumstances it can be expected
air traffic control procedures should be developed at that all the facilities detailed in ICAO Standards and
those locations where Category I1 or I11 operations are Recommended Practices and described in this manual
planned, based on experience gained during Category I will be available for operations on a particular runway.
operations. Operations to aerodromes with temporarily reduced
facilities require re-assessment and approval of revised
5.3.10 It is desirable to arrangethetraffic flow minima. It is the responsibility of theoperator to
whereby aeroplanes equipped for limited visibility develop adequate operating instructions dealing with
operations will not be unnecessarily delayed by deficiencies of ground equipment, and to disseminate
aeroplanes not so equipped. This may require discrete this to flight crews.
flow control, flow management procedures, or special
radar procedures.
5.3.11 ATC units should recognize the need for 5.4 INSTRUMENT APPROACH PROCEDURES
aeroplanes to simulate low minima approaches in good
weather conditions so that flight crews can gain Instrument approach procedures design criteria are
practical experience and equipment can be proved in contained in PANS-OPS (Doc 8168), Volume I1 which
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I C A O 9365 ** = 4 8 4 3 4 3 b0 0 2 8 3 3 3T l b
32 . .,
Operations
also requires States to publish OCA/Hs for instrument d) monitoring procedures and equipment; and
approach procedures. A methodology for its determi-
nation is also included. A n . - .OCH is required for e) degree of redundancy.
Category I1 but .not for Category I11 operations. The
latterare permitted provided the obstacle li-mitation
criteria -aremet -(seeX U ) .
~.
Reporting system
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5.5.4 . A reporting system will need to be instituted to

~ .
enable-continual
.
checks ind periodic reviews to be made
5.5 THE AEROPLANE AND ' . during the operational evaluation period beforethe
- . ITS'EQUIPMENT operator is. authorized to conduct Category I1 and I11
operations. Furthermore, ii is :particularly important
that the reporting. system continues to be.'used for an
. .. . .General . . agreed period to .ensure that the required standard of
performance is maintained. in service. The reporting
5.9.3 . .The physicti1-characteristi@-.Qf the aeroplane system should cover all successful and. unsuccessful
have to be taken into account .in the determination of. approaches, with reasons .for the latter; and include a
aerodrome operating minima; they include the over-all record of system component failures.
size, the . cockpit -cut-off - angle, the geometrical
relationship during the approachof the guidance'system 5.5.5 For Category I1 operations it may be sufficient
glide. path receiver. antenna to the lowest point of the to differentiate between successful and unsuccessful
extended undercarriage, andtothe position of the approachesand to provideaquestionnaire to be
ptht's 'eyes. This is -dealt with in Chapter 6.
completed by the flight crew to obtain data on actual or
.:. . practice approaches which arenot successful. For
5.5.2 The instruments
and equipment - for : example, the following data may be. useful to a State or
Category I1 or I11 operations must comply -with- the operatorin evaluating a Category I1 system: the
airworthiness requirements of the State of Registry of aerodrome andrunway used; weather conditions; time;
the aeroplane. In addition, the aeroplane performance reason .for failure leading to an abortedappraach;
must enable a-misskdapproach to be carried out with an adequacy of speed control; trim at time of automatic
engine inoperative and without outside visual reference, flight control system disengage; compatibility of
fromany height down to the decision height in automatic flight control system, flight director and raw.
Category I1 operations -and down to ..touchdown in data; an indication of the aeroplane's position relative.
Category I11 operations while remaining clear of to the ILS centre.line-and glide path when descending
obstacles.. Guidance material onthe certification of through 30 m (100 ft). The number of approaches made
automatic flight control systems and automatic landing during initial operational -evaluation.will vary widely
systems is contained in the Airworthiness Technical depending on the background of-the system and. the
Manual (Doc 9051). The instruments and equipment operator's experience. It should. be sufficient to
approiriate tovarious precision operations, as required demonstratethat the performance of the system in
by s&E States, are given in this chapter. The degree of airline service is such that anadequate approachsuccess
redundancy required and the methods employed for rate will result. When determining the success rate,
monitoring and warning may vafy according tothe failures
due to exterhal factors, such as ATC
category and.type of operation, instructions or grourld equipment faults,shouldbe
taken. into account.
-5.5.3 The Xarget level of safety andthe acceptable
frequency of- missed approaches, in conjunction with 5.5.6 For Category 111operations a similar but more
$he .intended o p e r a t i n g m a , d&emin;e-the%i$borne stringent procedure should be followed. Use may be
equipment design requirements with regard to: made of recording equipment such as a sophisticated
flight data recorder to obtain the necessary data. Any
a) system accuracy; Ianding irregularity should be fully investigated using
ail available data to determine its cause. Failure to
b) reliability; positively identify and correct the cause of any landing
reported to be unsatisfactory may jeopardize the future
C) characteristics in case of failures; of the particular operation.

ICAO 9365 ff W 4 B 4 L 4 L b 00283L4 952 W
Chapter 5 - Additional Requirementsfor Category 11 and 111 ILS Operations 33
Aeroplane equipment requirements for Category I conditions, a statistical failure analysis

being preferred by some States. Sufficient experience
5.5.7 Developments inthe field of aeroplane flight and use of the system should be gained before approval
control and guidance systems make it possible to of Category I1 operations.
conduct operations using various combinations of
equipment and there may be considerable variation in
equipment used as is shown in Tables 5-1 and 5-2. These Category 111
tables are not exhaustive but show the levels
of equipment requi.redby several States. The 5.5.10 During the certification operational
or
accompanying notes are indicative of these variations. evaluation programme it should be shown by a
It should be borne in mind, however, that the situation sufficient number of landings supported by a simulator
is dynamic. Requirements change in the light of the test programme that the touchdown performance
accumulation of experience and those technical requirements have been satisfied. The probability of
developments which lead to improved aeroplane and system failures and their consequences should be shown
system performance and better reliability. to be acceptable based on an appropriatefailure
analysis andademonstration of seIected failures by
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simulation or in flight. Before approval of Category I11
Performance requirements for operations, sufficient operational experience and use of
initial approval of airborne systems the system should be gained to verify system reIiability
and performance in day-to-day operations.
5.5.8 Criteria forautomatic flight control systems
andautomatic landing systems are contained inthe
Airworthiness Technical Manual(Doc 9051), Part 111, Maintenance
Section 6. The automatic systems concept is described
andthe criteria include requirements for system 5.5.11 Theoperator should establish a maintenance
minimum performance including failure conditions, programme to ensurethattheairborne equipment
flight demonstration during
the certification and continues to operate in service to the required
information to be included in the aeroplane flight performance Ievel. This programme should be capable
manual. The material provides guidance for the of detecting any deterioration in the over-all level of
airworthiness certification of the systems, but it should performance as described in 5.5.4 to 5.5;6 above. The
be noted that, in the case of automatic flight control importance of maintenance inthe following areas
systems, it does not include any special requirements for should be emphasized:
certification of the system in restricted visibility
conditions. In the case of the certification of automatic a) maintenance procedures;
landing systems, the acceptability of the system may be
dependent on the weather conditions of which visibility b) maintenance and calibration of test equipment;
is only one factor. There are additional considerations
appropriate to the certification of the aeroplane as a c) initial and recurrent training of maintenance
whole for approach and landing in restricted visibility staff; and
(Le. for Category I1 and I11 operations).
d) recording and analysis of airborne equipment
failures.
Airborne syst.em approval
Category 11 5.6 OPERATING PROCEDURES
5.5.9 ILS glide path and localizer tracking 5.6.1 Operating procedures follow the basic format
performance standards shouldbe laid down in the form described in Chapter 4. Guidance on aspects of
of a required standard deviation of guidance signal particular importance when operating to low aero-
error. The accuracy of the airborne system should be drome operating minima is given below.
shown to be met by sufficient numbers of approaches
during certification oroperational evaluation. More 5.6.2 Low weather minima operations call for
detailed consideration of failure cases is required than special procedures and instructions to beincluded in the

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L
ICAO 9365 t t M 4843436 0028336 725 M
Chapter 5 - Additional Requirements for Category 11 and 111 ILS Operations 35
Table 5-2. Examples of airborne equipment combinations required by several States with respect
to their operators for Category I11 operations by multi-engine turbo-jet aeroplanes
Cat IIIA operations
DH I5 m DH less than
Cat IIIB
Equipment type/specifications (50 f t ) 15 m (50 ft) operations
or more or no DH
Raw data display X
ILS receiver
Dual with dual display X
Excess deviation warning X2
Radio altimeters
Dual with dual display X
Flight director systems (FDS)

Dual with dual displays x3
Go-around mode x5
Automatic landing system

Fail passive x9
Fail operationaI -
Fail operational with automatic -
roll out mode
Automatic go-around mode -
Auto-throttle mode x14
8. Missed approach FDS guidance not required by France.
9. The United States has approved certain operations which substitute a head-up display for an automatic landing
system.
10. A fail operational hybrid system with head-up display as a secondary independent guidance system may be
substituted for a fail operational automatic landing system.
11. A fail operational hybrid system with head-up display as the secondary independent guidance system with roll-
out guidance from either a head-up display or automatic system may be substituted for a fail operational automatic
landing system with automatic roll-out mode.
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12. Automatic go-around mode is not required by France and the United States.
13. A fail-passive automatic system supplemented by dual FDS with computed go-around mode acceptable.
14. The United States may accept operation without auto-throttle if satisfactory performance and workload can be
demonstrated.

, I C A O 9365 ** W 4 8 4 1 4 L b 0028317 b b l W
36 Operations
operationsmanual,but it is desirable that any such d) pilot assessment of aircraft position and
procedures should aIso be used asthe basis for all monitoring of the performance of the automatic
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operations given below, in order to provide the same flight control system, the effects of the failure of
operating philosophy for all categories of operations. any required portion of theautomatic flight
These procedures cover all foreseeable circumstances so control .system or instrument; used with the
that flight crews are fully informed as to the eorrect systems, and action to be taken in the event of
course of action which must be followed. This is inadequate performance or failure of any portion
particularly true for the last part of the approach and afeither thesystem or theasmciated instruments;
landingwhere only a limited time is available for
decision making. Possible modes of operation include: e) action to be taken in case of failures, such as
engines, electrical system, hydraulics and flight
a) manual take-off; control systems;
b) manual approach and landing; f) a list of aeroplane equipment allowable

deficiencies;
c) coupled approach down to DH, manual landing
thereafter; g) the precautions necessary when making practice
approaches where fuII ATC procedures to support
d) coupled approach to below DH, but manual flare Category 111operations are not in force,. or when
and landing; an ILS-ground equipment of ti lower. standard is
used for Category I1 or 111 practice;
e) coupled approach followed by auto-flareand
auto-landing; and h) operating.limitations resulting.from airworthiness
certification; and
f) coupled approach followed by auto-flare, auto-
landing and auto-rollout. i)- iinformation. on the maximum deviation allowed
from the ILSglide path andyor localizer fiom the
region of the deci'sion height down. to touchdown
5.6.3 The precise natureand scope of procedures as well as guidance regarding the visual reference
and instructions is a function af the airborne equipment require&.
used and the flight deck procedure applied. Flight crew
member duties during take-off, approach, flare, roll- 5.6.5 It has been found- usefd to establish
out and missed approach are to be clearly delineated in procedures for the gradual introduction of low weather
the operations manual. Particular emphasis should be minima operations by
operators. This suggests a
placed on flight crew responsibilities when transitioning conservative approach to theimplementation of all.-
from non-visual conditions to visual conditions, and on weather operationsthrough a gradual reduction in
procedures to be used in deteriorating visibility or when meteorological criteria
commensurate with the
failures occur. Special attention should be paid to the confidence gained by experience. In some States this is
distribution of flight deck duties so as toensure that the a firm requirement associated with authorization of the
workload of the pilot making the decision to land or to operations. Such procedures are normally aimed at:
execute a missed approach, enabl'es the pilot to
concentrate on supervision andthe decision-making a)the practical evaluation of airborne equipment
process. before commencing actual operations. This may
be of particular interest to States relying on the
5.6.4 The following points
are particularly certification by another State of Manufacture;
important:
b) accumulation of experience with the procedures
a) checks for satisfactory functioning of equipment, discussed abovebefore commencing actual
both on the ground and in flight: operations and, if necessary, the adjustment of
those procedures:
b) effect on minima caused by changes in the status
of the ground installations; c) accumulation of actual operating experience with
aerodrome
operating minima within the
c) use and application of multiple position RVR authorized category of operation, but not as low
reports; as the lowest limit of the category;

I C A O 9365 ** m 48434Lb0028338 5T8 m
Chawter 5 - Additional Keauirernents for CateEorv 11-

and 111 ILS Owerations 37
d)
accumulation of operating experience using operation that is acceptable to the Stateof the Operator
Category I1 minima before proceeding to andshouldproduce evidence thatthe operational
Category I11 minima; techniques proposed have been satisfactorily used in
weather conditions above the proposed minima.
e) providing for analysis purposes, a means of pilot
reporting on ground and
airborne system
performance; Ground training
) accumulation of flight crew experience; and 5.7.5 Flight crews must be able to make full use of
ground and airborneequipment intended for use during
g) accumulation of experience in the maintenance of Category I1 and I11 operations. They must, therefore,
particular equipment. be instructed in how t o obtain maximum benefit from
redundancy provided in the airborne equipment and to
understand fully the limitations of thetotal system,
including both groundandairborne elements. It is
suggested that the ground instruction should cover at
5.7 FLIGHT CREW QUALIFICATION
AND TRAINING
the characteristics, capabilities and limitations
of the ILS, including the effect on aeroplane
General
systems performance of interference t o the ILS
signal caused by other landing, taking-off, or
5.7.1 The basic requirements for flight crew qualifi-
overflying aeroplanes, andthe effect of the
cation and training are setout in Chapter 4.Additional
infringement of ILS critical and sensitive areas
factors pertinent to Category TI and I11 operations are
by aeroplanes or vehicles in the manoeuvring
discussed below.
area;
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5.7.2 Beforeoperations in Categor-1: I1 or I11 the characteristics of the visual aids (e.g.
conditions it wiIl be necesbary for the- flight crew to approach lighting, touchdown zone lighting,
undergo a comprehensive programme of training and centre line lighting), and thelimitations on their
education. The particular programme of training will, use as visual cues in reduced RVRs with various
of necessity, be related to the aeroplane type and the glide path angles and cockpitcut-off angles, and
operating procedures adopted, which are discussed the heights at which various cues may be
under 5.6 above. expected to become visi'ole in actual operations;
the operation, capabilities and limitations of the

5.7.3 The increased dependence on the use of
airborne systems (e.g. the automatic flight
automatic systems requires that there shouid be more
controls systems, monitoring and warning
emphasis on the roleof the pilot asa supervisor of their
devices, flight instruments - including altimetry
operation and on thedecision-making process invohed.
systems, and themeans the pilothas to assess the
This emphasis should include pilot assessment of the
position of the aeroplane during the approach,
position of theaeroplane and monitoring of the
touchdown and roll-out);
automatic flight controI system performance
throughout a11 phases of the approach,
flare,
approach, including missed approach
touchdown, and roll-out.
procedures and techniques including description
of the factors affectingheight loss during missed
5.7.4 Following completion of training,flight crews approachinnormalandabnormalaeroplane
must demonstrate their competency to the appropriate configurations;
authorities. They should have gained sufficient flight
experience on the aeroplane type before being the use and limitations of RVR, including the
authorized to apply Category I1 or I11 operating minima applicability ofRVR readings fromdifferent
under actualconditions. The operator should positions on the runway, the different methods
demonstratethat the trainingprogramme,operating of measuring and assessing RVR, andthe
procedures, and instructions result inastandard of limitations associated with each method;

ICAO 9365 ** = 484343b0028339 434 =
38 Manual of All- Weather Ouerations
the basic understanding of obstacle limitation when available visual cues are not infact adequate for
andthe- obstacle-free zone, including missed control of pitch attitude and/or vertical flightpath.
approach design criteria and of obstacle They must, therefore, be cautioned against premature
clearance for Category I1 and I11 operations; disengagement of theauto-pilot, andto continue
monitoring flight instrumentation even when adequate
the effects of low level wind shear, turbulence visual contact with the runway and its environment can
and precipitation; be maintained so asto complete a n approachand
landing safely.
pilot task at decision height, procedures and
techniques fortransitionfrominstrument to
visual flight in low RVR conditions, including Flight training and proficiency programme
the geometry of eye,
wheel and antenna
positions withreference to ILS reference datum 5.7.8 Each member of the flight crew must be
height; trained to carry outthe duties appropriatetothe
particularairborne system, and must subsequently
action to betaken if the visual reference demonstratethe ability to carryoutthe duties asa
becomes inadequate when the aeroplaneis below member of the flight crew to an acceptable levelof
decision height, and thetechnique to beadopted competency before being authorized to engage in the
for transition from visual to instrument flight particular category of operations for which that flight
should a go-around become necessary at these crew member has been trained. Additionally, before a
pilot is authorized to operate with Category I1 or I11
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low heights;
minima, that pilot must have gained experience as
action-to be takeninthe event of failure of necessary in using theappropriate procedures in
approachandlanding equipment aboveand meteorological conditions better thanthe relevant
below decision height; minima. Flight crews should be given practical training
and tests inthe use of the system and associated
recognition of and action to be taken in event of procedures in conditions of the lowest minima to be
failure of ground equipment; specified.
significant factors
in
the
determination of 5.7.9 Initialtrainingcanmost effectively be carried
decision height; out in an approved visual flight simulator. The training
will depend upon the particular airbornesystem and on
effect of specific aeroplane malfunctions (e.g. the operating procedures adopted. The initial training
engine failure) on auto-throttle,auto-pilot should at least include:
performance, etc.; and
a) precision approaches, with all engines operating,
procedures and precautions to be followed while or with an engine inoperative; using the
taxiing during limited visibility conditions. appropriate flight guidance and control systems
installed in the aeroplanedown to the appropriate
Training aids may include films of approaches minimum height without external visual reference
followed by transition to visual reference and
~~
in actual conditions, or the use of an approved visual

flight simulator.The training must ensure that all flight landings;
crew members understand their duties and responsi- b) precision approaches, with all engines operating,
bilities, those of the other flight crew members and the or with an engine inoperative; using the
need for close crew co-ordination.
appropriate flight guidance and control systems
installed in theaeroplane down to the appropriate
5.7.7 In
actual
operations some approaches may minimum height followed by missed approaches,
result in the aeroplanebeing off centre line or glide path all without external visual reference;
at/before or afterdecision height, and, therefore, pilots
should be giveninstruction to help with decision making c) precision approaches, utilizing theautomatic
for such occasions, which will illustrate the limitations flight controland landing system, followed by
of visual cues in reduced visibility. Pilots must also be reversion to manual control for flare and landing
made aware that they canbe led intoapremature after disconnexion of the automatic system at low
transition to outside references for aeroplane control level, if appropriate;

ICAO 93b5 t t M 4 8 4 1 4 I I b 0028320 1 5 6
Chapter 5 - Additional Requirements for Category II and III ILS Operations 39
d) where appropriate, precision approaches, e) transition from instrument to visual flight; and
utilizing the automatic flight control and landing
system with automatic flare, automatic landing f) transition from visual to instrument flight at low
and, where appropriate, automatic roll out; level.
e) procedures and techniques for reversion to 5.7.12 It is most important that

the visibility
instrument flight and the execution of a missed simulated is a correct reflection of the RVR intended. A
approach fromdecision height, including obstacle simpIe calibration check of the visual system can be
clearance aspects; and made by relating the number of runway centre line
lights which are visible with the simulator aligned for
f) go-around from a height below decision height take-off, to the selected RVR. It is preferred, however,
which may result in a touchdown on the runway that checks also be made of the visual references with
in cases of a go-around initiated from a very low the simulator in the flying mode because the static and
altitude, e.g. such as to simulate failures or a loss dynamic visual scenes maydiffer in some visual
of visual reference prior to touchdown. systems.
5.7.10 The flight training programme should provide

practice in handling system faults, particularly those
which have an effect on the operating minima and/or Recurrent proficiency checks
subsequent conduct of theoperation. However, the
frequency of system malfunctionsintroducedshould 5.7.13 In conjunction with thenormal checking of
not be such as to undermine the confidence of flight pilot proficiency at fixed intervals, a pilots knowledge
crews inthe over-all integrity and reliability of the and ability to perform the tasks associated with the
systems used in low minima operations. particular category of operationauthorized must be
demonstrated. Due to the low probability of encoun-
tering limited visibility conditions during
actual
Simulation techniques operations, the use of an approved flight simulator for
recurrent training, proficiency checking, and renewal of
5.7.11 Simulation techniques are a valuabletraining ratings assumes increased importance.
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aid forlimited visibility operations. Use should be made

of them for general training inthe aeroplane system and
the operatingprocedures to be used. However, their real Recency requirements
value in training is that different RVR values can be
simulated so that pilots, who may rarely meet limited 5.7.14 Some States actively encourageor require
visibility conditions in practice, can be given a realistic operators and pilots to use procedures developed for
idea of what to expect in theseconditionsandcan Category I1 o r 111 operations, during normal service,
maintain their proficiency during recurrent training.To regardless of the weather conditions, whenever the
providefor missed approachtraining,itshould be necessary ground facilities are available andtraffic
possible to simulate visibijities lower than the lowest conditionspermit.This practice ensures flight crew
authorized for the operator. An approved visual flight familiarity with the procedures, builds confidence with
simulatorcanbe used duringinitialandrecurrent the equipment and ensures appropriate maintenance of
training, with various RVR values simulated, for: the Category I1 and I11 related systems. However, it is
important to ensure that pilots maintain proficiency in
a) approaches; manual flying skills. Experience has shown that this is
particularly important where crews are engaged on a
b) missed approaches;
route structurehaving long stagelengths. Consideration
c) landings; should begiven to a recency requirement, i.e. thatcrews
should achieve a minimum number of automatic
d) relevant drills and procedures after experiencing approaches, or approaches and landing as applicable,
malfunction of: each month (or other suitableperiod) to maintain their
Category I1 or I11 qualification. This recency
1) the aeroplane system; and requirement is inno way a substitutefor recurrent
2) the ground system; training.

I C A O 93b5 ** 484343b
0028323 092 W
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Chapter 6
APPROVAL AND IMPLEMENTATION OF
AERODROME OPERATING MINIMA
6;l METHODS OF APPROVAL contains tables of commonly acceptable aerodrome

AND COMPLIANCE operating minima. The need for States to establish basic
legislation, specific rules, directives andexplanatory,
6.1.1 In accordance with the relevant Standard advisory and informative material is discussed tn
outlined in Annex 6, Part I, an operator shall establish Chapter 2. Guidance material on thedevelopment of a
aerodrome operating minima. In meeting this Standard State regulatory system is. contained. in the Manual of
an operator is responsible to the Stateof the Operator. Procedures for Operations Certi;ficotionand lnspectiofl
This State will have responsibility for the approval of (Doc 8335).
the method used to establish such minima, andfor
supervising compliance with those rules it may prescribe
for the operation as awhole. In order that the operator 6.1.3 Thenature of all-weather operations necessi-
may meet the foregoing obligations, the State of the tates a clear presentation of the requirements of the
Aerodrome is required to publish data (e.g. OCA/H, State of theOperator,andan agreed means of
precise details of visual and electronic aids, pre- indicating authorization and approvalwill be helpful. in
threshold terrain, obstacles, etc.) on which the operator achieving full utilization of faciliti'es-in international
may determine theappropriateaerodromeoperating operations.There arefour elements involved in the
minima. Recognizing the need for an operator to be in approval of an operation by the State of the Operator:
conformity with rules Iaid down by its own State, the
operator should also account for anyrestrictions which a) authorization of the aeroplane a.nd its equipment;
might be applied by the State of the Aerodrome. The
State of the Aerodrome has responsibility for safety of b) authorization of the use of the aerodrome;
air navigation within its own borders. It follows that it
retains the authority to accept the minima approved by c) authorization of the flight crew; and
other States at its own aerodromes. It is not desirable,
however, that thisauthority should necessarily be d) authorization of the operation.
exercisedby thedeterminationand imposition of
common minima for all
operators.
The general
applicability of such minima would inevitably imply
that in some conditions the minima would be unnecess- Authorization of the aeroplane and its equipment
arily demanding and others
in inappropriately
permissive. The acceptance or rejection by the State of 6.1.4 Authorization of the aeroplane and. its
the Aerodrome of minima approved by other States equipment should beindicated by appropriate entries in
should consider the minima derivation and be resolved the flight manua: andtheoperationsmanual. Any
either directly between States or States and operators. limitations or procedures necessary for the safe use of
the system must be identified, such as:
6.1.2 This chapter considers the documentation
which may be used to establish the requirements of the a) the DA/H or MDA/H limitations and any other
State of the Operator relating to take-off, precision and relevant aerodrome operating minima with which
non-precision instrument approaches, to indicate that the authorization is associated;
those requirements have been met by itsoperators,
and
to ensure continuing compliance with those b) the minimum airborne equipment which must be
requirements. It reflects the practices of States already available before an approach in limited visibility
engaged inall aspects of all-weather operationsand conditions may be planned and carried out;
40

L
___._ ~~
ICAO 93b5 ff W 464141b 0028322 T29 W
Chapter 6 - Approval and Implementation of Aerodrome Uperating

Minima 41
c) the equipment operating procedures such as use 6.1.7 To facilitate these procedures it is essential that
of theautomatic flight controlandautomatic up-to-date information beavailable on the facilities and
landing systems, if installed, and useof the flight procedures in use at each aerodrome. The State of the
instrument systems, system operating sequences, Aerodrome must promulgate the information through
etc.; its aeronautical information service.
d) detailed performance data which may differ from

o r be additional to normal data, such a s Ioss of Authorization of the flight crew
height during missed approach procedure, etc.;
and 6.1.8 In fulfilling the requirements of Annex 6, Part
I, theState of theOperator should ensure, either
e) anyotherfactorsaffecting the use of the directry or by delegated-authority, that flight crews and
aeroplane in limited visibility conditions, such. as individual flight crew members are qualified to operate
the procedures to be followed if the aeroplanes to the applicable aerodrome operating minima.
climb performanceaftertake-off, or duringa
missed approach, is seriously reduced with an This requires that:
engine inoperative.
a) the pilot-in-command and co-pilot must each hold
6.1.5 When the airworthiness certification is effected an instrument rating asprescribed in Annex 1 and
by validating the certification of another State, such as must each have met the requirement for recent
the State of Manufacture of the aeroplane, as allowed experience established bytheState issuing the
for in Article 33 of the Convention. and Annex 8, Part raring;
11, Chapter 5 , this should be taken as acceptance of the
original criteria for certification. b) flight crew members shouldbe qualified and
trained for take-off, non-precision and Categ-
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ory I approaches, as described in Chapter 4, 4.3,
and where required for Category I1 or I11 as
Authorization of the w e of the aerodrame provided for in Chapter 5, 5.7;
6.1.6 There are national differences in the manner in c) flight crew members should have completed all
which States ensure that their operators make proper required proficiency checks, including demon-
allowance for the facilities available at an aerodrome stration of proficiency using the relevant types of
when establishing operating minima. Some go as far as instrument approach; and
to carry out an inspection of the aerodromes used by
theiroperators and give specific approval forthe d) the pilot-in-command should have achieved the
appropriate minima and someStates delegate this necessary experience in the relevant aeroplane
responsibility to their operators by requiring them to type with-restricted (higher) minima, before being
fully account for the facilities available atthe authorized to use the lowest approved minima.
aerodrome they intend to use. In either case it could be
expected that: 6.1.9 Theoperator shouldmaintaina system
of
records to ensure that thenecessary qualifications of the
a) the State of the Aerodrome would only promul- flight crew members are being met on a continuing
gate the facilities and services if they meet the basis.
relevant ICAO specifications;
b) the appropriate OCA/Hwill have been published Authorization of the operation

by the State of the Aerodrome; and
6.1.10 The precise method by which operational
c) where a State of the Aerodrome has established approvals are granted by the State of the Operator for
aerodrome
operating
minima,
the minima operations in limited visibility conditionsandthe
authorized for theuse of an operator by the State method by which compliance with established rules can
of the Operatorwill not be lower than the former, be monitored may vary from State to State butshould
except where specifically authorized by the State follow a basic sequence. The authorization procedure
of the Aerodrome. will normally take the sequence of:

ICAO 93b5 ** m 484141b 0028323 965
42 Operations
a) application by the operator; in which the pilot of an aeroplane may be expected to

have available the external visual reference required for
b) examination of the applicationby the appropriate the control of the aeroplane along the surface of the
authority of the State of the Operator; runway untilit is airborne,oruntilthe end of an
abandoned take-off. For approach and landing, they
c) the issuance of an operational approval; and are anexpression of the minimum altitude or height by
__ which the specified visual reference must be available
d) continuing supervision of the operator to ensure and at which the decision to continue for landing or to
compliance. execute a missed approach must bemade. They are also
an indication of the minimum visibility in which the
The Manual of Procedures for Operations Certification pilot may be considered to have the visual information
and Inspection (Doc 8335) describes the above necessary for continued controlof the flight path of the
procedure in detail and shouldbe consulted for aeroplane during the visual phase of the approach and
guidance, landing.
6.1.11 Anoperatorshould satisfy theState of the 6.2.2 The transitionfromflight on instruments to

Operator on at least the following: flight using outside visual reference is not an instan-
taneous occurrence. Assuming a stable approach path
a) the establishment of aerodrome operatingminima in limiting visibility conditions, the first contact on the
forthe use of flight crews for all types of visual aids, or on identifiable features in the approach
approach to all aerodromes to be used inthe area in thecase of a non-precision approach, will do no
operations; more than indicate to the pilot that the aeroplane is in
the final approach area; a pilot will generally need to
b) the proficiency of flight crews; 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,
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c) operating procedures;
but of moreimportance is the assessment of the
d) thattheoperationsmanualinstructions are expansion of the visual scene that occurs during this
appropriate to theoperationand reflect the period. Since this must occur before the pilot wilI be
mandatory procedures and/or limitations able to make a decision to continue the approach, it
contained in the flight manual; and follows that visual contact normally should occur above
decision heighti or minimum descent height. Thevisual
e) that sufficient experience has been gained with the scene would normally be expected to expand asthe
system in operational service in weather minima aeroplane descends. The pilots scan pattern may still
higher than those proposed. include reference to the aeroplaneinstrumentsfor a
period well below decision height, or minimum descent
height.
6.1.12 The operator may be authorized to carry out
operationsin limited visibility by the issue of an
6.2.3 Minimum visibility values not do have
approval indicating the aerodrome operating minima
meaning except when considered in association with the
which may be applied.
regulations that address the commencement and
continuation of an approach. The minimum visibility
specified by a State of the Operator, theoperator or in
some instances a State of the Aerodrome, may be used
6.2 COMMONLYACCEPTABLEAERODROME to prohibit commencement or continuation of an
OPERATING MINIMA instrument approach, or prohibit take-off,if visibility is
less than that specified.
Introduction 6.2.4 Thecombination of instrumentinformation

and visual reference required varies with the type of
6.2.1 Aerodromeoperating minima are usually operation and can be classified as follows:
expressed as a minimum altitudeor height and a
minimum visibility or RVR. For take-off, they are an a) for non-precision andfor precision approach
indication of the minimum visibility or RVR conditions Category I and I1 operations the requirement is

I C A O 9365 ** 4 8 4 L Y L b 0028324 B T L =
Chapter 6 - Approval and Implementation of Aerodrome Operating Minima 43
for a view of the visual aids or of the runway, or precluded if such values result in an adequate level of
of combination
a of thetwo, which when safety. Conversely, it is not intended that these values
combined with the speed, height and, where will beapprovedfor an operators use at decision
appropriate, glide path information provided by heights below the relevant OCH value published by the
theflightinstruments, will enable the pilot to State of the Aerodrome, or below any other restricting
assess the aeroplanes position and its progress minimum values that States might, in special circum-
relative tothe desired flight pathduringthe stances, find it necessary to apply.
transition from theinstrument phaseto thevisual
phase of the approach andduring the subsequent
descent to a landing on the runway. The pilot
must be able to identify the centre line of the Take-off
approach, must have a lateral reference such as a
crossbar of the approach lights or the landing 6.2.6 Take-off minima are usually stated as visibility
threshold. In order to control the descent path, or RVR limits. Where thereis a specific need to see and
the pilot will need to be ableto see the touchdown avoid obstacles on departure, take-off minima may, in
area on the runway. The absence of electronic cases, include cloud base limits. Where avoidance of
glide path guidance during a non-precision such obstacles may be accomplished by alternate
approach will normally make it necessary for the procedural means, such as use of climb gradients or
pilot to be able to see the touchdown area on the specified departure paths, cloud base restrictions need
runway earlier than is the case during a precision not be applied. Take-off minima typically account for
approach when it is normally possible to use the factors such as terrain and obstacle avoidance, aircraft
glide path guidance for a period below decision controllability and performance, visual aids available,
height; runway characteristics, navigation and guidance
available, non-normal conditions suchas engine failure,
b) forCategory IIIAorIIIB operations with and adverse weather, such as runway contamination or
decision height, the requirement is for a view of winds.
runwaytouchdownzone lighting or markings
which willgive visual confirmation of the
onboard system indications that the aeroplane has 6.2.7 Take-off minima should not be confused with
been delivered accurately to the touchdown area departure weather minima required for flight initiation.
of the runway and that a landing may safely be Take-off minima concern the take-off manoeuvre itself
carried out; and as described above. For flight initiation,departure
weather minima at an aerodrome should not beless
c) for fail-operational Category I11 operations, than
the applicable minima for landing at that
without decision height, there is generally no aerodrome unless a suitabIe take-off alternate
requirement for visual references for landing. aerodrome is available. The take-off alternate
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There are, however, minima established to ensure aerodrome should have weather conditions and
safety during roll-out. facilities suitable for landing the aeroplane in normal
and non-normal configurations
pertinent t o the
operation. In addition, in thenon-normal configuration
6.2.5 There is considerable agreement on the theaeroplane must becapable of climbing toand
principles involved in the determination of aerodrome maintaining altitudes which provide suitable obstacle
operating minima by those States having experience in clearance and navigation signals en route to a take-off
low visibility operations.Incurrentoperationsthe alternate aerodrome which should be located within the
aerodromeoperatingminima in use are remarkably following distance from the aerodrome of departure:
similar for a particular aircraft and level of airborne
equipment.The principles applied by States have a) aeroplanes havingtwo power-units not more than
enabled the development of the tables giving examples a distance equivalent to a flight time of one hour
of applied minima contained in this chapter. These at the single-engine cruise speed;
tables are intended for use as guidance to States of the
Operator in the supervision of their operators in the b) aeroplanes having three or more power-units not
determination of aerodrome operating minima. They more thana distance equivalent to a flight time of
are not intended to be taken as absolute values and the two hours at the one-engine inoperative cruise
determination of lower values by aState is not speed.

I C A O 93b5 8% m 48434360028325738 m
Non-precision approach The visibility element of non-precision

approach minima
Introduction 6.2.12 The minimum visibility required for the pilot

to establish visual reference in time io descend safeIy
6.2.8 In
the non-precision approach procedure, from the MDA/H and manoeuvre to the landing will
track guidance is provided.and precise glide path vary with the aeroplane category, the MDA/H, the
information is not available. The term non-precision facilities available, and whether a straight-in or circling
describes the relative imprecision of the guidance approach is used. In general, the minimum visibility
available compared
as with precision approach required will be less for:
equipment. Additionaliy, the piIot is required to
predetermine theoptimum rate of descent fromthe a) aeroplanes having slow approach speeds;
procedural informatiax available.
b) lower MDA/H and
6.2.9 The errorsin position that may occur at c) better visual aids.
MDA/H may be larger than those that would occur in
a precision approach due to the characteristics of the 6.2.13 Theapplication of - these criteria by States
track guidance, and the selected rate of descent. A large results in visibility minima varying from5 krn to 800 m.
visual manoeuvre may be necessary in order to success- The wide range of these minima is. a n inevitable
fully complete the approachand landing. These consequence of the permutation-of the factors, some of
considerations andthe need t o satisfy associated which will tend- to increase the required vkibiTity and
obstacle clearance requirements result in generally others to reduce it.
higher operating minima for non-precision approaches
than for precision approach operations. The criteria for
obstacle clearance for non-precision approach Precision approach - Category. f operatiam-
procedures are contained in PANS-OPS (Doc 8168)-,
Volume 11.
htroduction
6.2.14 A. Category I operation has, in the past, been

The height elenrent of non-precision
regarded as aprecision approach operation using ILS or
approach minima
PAR with minima in therange of 100-60 m (300-200 ft)
decision height, anda n associated range of visibilities of
6.2.10 The height element of non-precision approach
1 200-600 m. Currently, any precision aBproach
minima is the minimum descent altitude/height. It is the
operation with a decision height of60 rn (200 ft) or
altitude/height belowwhich theaeroplane must not
higher and with a minimum visibility of 800 m OL
descend until the runway environment, Le. the runway
55Q m RVR or greater willbe termed a Category I
threshold, touchdown area, approach lighting or
operation.
markings identifiable with the runway, is in sight and
the aeroplane is in aposition for a normalvisua1 descent
to land.
Recision height
6.2.11 TheMDA/H is based uponthe OCA/M. It Note.- 112 some States tne term decision
may be higher than but never lower than the OCA/H. height is usedfor barometric altimeter-based, minimum
The method of determining theOCA/H isgiven altitudes or minimum heights.
in PANS-OPS (Doc 8.168), Volume 11, the relation-
ship between MDA/HandOCA/H is illustrated in 6.2.15 The decision height for an operation cannot be
Volume I, both for non-precision approaches having a lower than:
straight-in final
approach segment and for
non-
precision approaches leading to visual circling of the a)the minimum height stated in the aeroplane
aerodromeprior to landing. Circling minima are airworthiness certification or operating require-
normally higher than thoseforother non-precision ments to which it can be flownsolely by reference
approaches. to instruments;
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ICAO 9365 t t m 4 8 4 3 4 3 6 0028326 b 7 q m
Chapter 6 - ApprovaI
Implementation
and of Aerodrome Operating
Minima 45
b) the minimum height to which the precision propeler driven aeroplanes, and by 30 m (100 ft) or
approach aid may be used solely by reference to more for turbo-jet aeroplanes; a larger increment may
instruments; be used if the downdraught is likely to be severe. In
addition, pilots should be trained to discontinue an
c) the obstacle clearance height; and approach prior to thedecision height whenever adverse
conditions such as severe turbulence are encountered or
d) the decision height to which the flight crew is expected during an approach, or whenever the approach
permitted to operate. is de-stabilized, e.g.by malfunction of airborneor
ground equipment.
A decision height higher thanthe minimum stated
above may be established where abnormaE conditions
prevail or are likely to be encountered. The following Runway visual rartge/visibility
paragraphs discuss someof the effects on decision
height of aeroplane geometry, aeroplane performance, 6.2.20 The minimum weather conditions in which the
offset
final
approach
course and atmospheric pilot may be considered to have the visual reference
turbulence. required at and below decision height may be specified
as an RVR, or as a visibility. An additional parameter
6.2.16 In unusual cases there may be runways where used by some States is the lowest cloud base. However,
the ILS/MLS reference datum height is less than the these are values measured on the ground and none of
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recommended 15 m (50 ft). In such cases it may be them, nor any combination of them, can indicate with
necessary to adjust minima and ensure that flight crews. accuracy whether or not the pilot wilI have the required
are trained t o provide adequate wheel clearance over the visual reference when at decision height. This is due to
threshold. a number of factors: for example, RVR is measured
horizontally whiIe the pilot will normally be looking
6.2.17 An increase in decision height may be required along a. slant path at approach Iights from a position
when an approachiscarriedoutwithan engine some distance fromthe runway; if the visibility is
inoperative. A greater than normal height loss is likely reduced by fog, it is probable that it will be less dense
to occur at theinitiation of a ga-around as the landing at ground level than it is above ground level and slant
gear and flaps are retracted. Decision height in such a visibility will probablybe Iess than thehorizontal
case should not be lower than any height contained in visibility at ground level; and when visibility is reduced
the aeroplane flight manual or equivalent document, by snow or blowing dust the slant visibility may be less
which indicates the minimum height for committal to a than horizontal visibility because of the lack of contrast
landing following an approach with an engine between the approach lighting and the snow-covered
inoperative. ground, or the lack of contrast in ground texture seen
through dust. Conversely, there may becases such as in
6.2.18 When using an offsetfinalapproach course, shallow fog where the slant visual range is greater than
theaeroplane will be displaced laterally fromthe horizontal visibility duringthe earlier phases of an
extended runway centre line. Therefore,the decision approach. Visibility is even less likely to be representa-
height should be set high enough to permit a lateral tive of the slant visibility seen by a pilot since more
alignment manoeuvre to be completed before reaching often than notit is measured at somedistance from the
the landing threshold.The values of minima established runway and possibly in a direction different from that
in Tables 6-2,6-3and 6-5 do not necessarily provide for of the runway.
the visual manoeuvres required in approaches using an
offsetfinalapproachcourse.In these cases, special 6.2.21 A measurement of cloud base will not
provisions for decision height or visibilities are normally give a very good indication of the height at
generally necessary. which a pilot will acquire visual contact with the ground
for a number of reasons: the measurement is unlikely to
6.2.9 A decision height higher thanthe minimum be made underneath the position of the glide path where
may also be established where it is known that the pilot establishes visua1 contact; the cloud is likely to
abnormal flight conditions are likely to be met. For have an uneven base; the position on glide path may
example, if it is known that topographical features in a coincide with a break in the cloud; and thedistance that
particularrunway environment frequently produce a pilot can see whiIe still in cloud will vary with the
downdraughts in the approach area, then the decision thickness of the cloud as well as with the visibility below
height may be increased by 15 m (50 ft) or more for the cloud.

ICAO 9365 ** M 484141b 0028327 500 M

Operations
6.2.22 To sum up, the differencebetween the distance at a height of 60 m (200 ft) on a 3" glide slope, the
that a pilot can see from a position on the approachand touchdownzone is about I 100 m ahead of the
the measurements made on theground is a variable that aeroplane. If there is no approach lighting the RVR
can only beexpressed in statistical terms and no specific would need to be not less than 1 200 m to give the pilot
relationship for a particular approach can therefore be an adequate view of the touchdown zone. Conversely,
established. Nevertheless, there is still a need to with full approach, touchdownzone, runway threshold,
determine -minima so as t o -produce values that give a edge, and centre -line.-Iighting, sufficient -visual infor-
high probability that the pilot will see enough'at and mation may be available at and below decision height
below decision height to carry out the task and there is with RVRs as low as 550 m to enable the pilot to
also a need to specify the minimum visual reference continue approach using a: combination of instrument
required for descent below decision height. and visual information. '
6.2.23 The distance that a pilot needs to be able to see

in order to have an adequate visual segment in sight at Precision approach - Category I1 operations
and below decision height depends on the eye position
in space relative to the visual aids on the ground, the
extent to which the view forwardand downward is Introduction
restricted by the aeroplane structure and also on the
type of the visual aids. The higher the decision height 6.2.26 Category IT approachesaremade to decision
and the larger theaeroplane, the higher willbe the heights below 60 m (200 ft), but not lower than 30 m
pilot's eyes above thegroundandthe greater the (100 ft), with associated RVRs of the order of 550 m -
required visibility to achieve an acceptabIe visual 350 m. In order to obtain the maximum benefit from
segment; conversely, the better the downward view over improvements in ground facilities it is important to take
the nose and the greater the length of the approach account of all factors thatmight enable a safereduction
lighting system, the less visibility will be required. in minima tobe made, e.g. the use of automatic
approach equipment in the aeroplane, a suitable head-
6.2.24 Some factors, however, do tend to cancel each up display, etc. Thefactors considered in 6.2.4,
other out. Forexample, in large aeroplanes the pilot eye Precision approach - Category I, are generally
height above the main landing gear wheels is generally applicable to Category I1 operations.
great; this undesirable feature is generally compensated
for by equipping the aeroplane with accurate automatic
approach equipment which makes the pilot's task easier Decision height
in poor visibility and by designing the flight deck to
provide the pilots with a good forward and downward 6.2.27 The decision height specified for a Category I1
view. In small aeroplanes the pilot eye height above the operation will normally be the OCH promulgated for
wheelsis generally small; this desirable feature is the procedure but, in any case, must not be less than
generally offset by a relatively poorforwardand 30 m (100 ft). Three methods for calculating the OCH
downward view provided to the pilots and the lack of are given in PANS-OPS (Doc 8168), Volume 11. In
accurate automatic approach equipment.As a rule, the general, the more comprehensive the assessment
minimum RVR for a Category I precision approach by the lower willbe theOCHfor a given obstacle
large aeroplanes using automatic equipment will be the environment. If an aerodrome is located in an area
same as forsmall- to medium-sized aeroplanes that are with alarge number of obstacles, the use of the
flown manually. It follows that a greater RVR may be ICAO collision risk model (CRM) facilitates obstacle
required for manual operation of largeaeroplanes with assessment. If an aerodrome is located in anarea where
high approach speeds. relatively few obstacles dictate that decision height must
be inexcess of 30 m (100 ft) the removal of obstacles to
6.2.25 Although the ICAO standard
approach permit the lowering of decision height to 30 m (100 ft)
lighting for a precision approach runway is a system should be considered. Except in unusual circumstances
900 m long, there are some runways where there is no such as with irregular underlying terrain, decision
approach lighting because it is physically impossible to heights are based on radio altimeter information. If
install it,andother runways with approach lighting other means of specifying decision height are used, such
systems less than 900 min length. The length and as an inner marker,orbarometric altimeter, then
character of the approach lighting will have a obstacle clearance, training, minimum equipment list,
significant effect on the visibility minima. For example, and other factors may need special consideration.
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I C A O 93b5
~ ** M 48414Lb0028328 447 M
Chapter 6 - Approval and Implementation of Aerodrome Operating Minima 47
Runway visual rangehisibility approach height loss wilI become Iess as the height of
missed approach initiation decreases. For Category I11
6.2.28 The RVRs specified for Category I1 operations operations with landing systems which are Iess than fail
consider that the first visual contact typically is made operational (e.g. a fail-passive system), the flare is not
with the approachlighting system, and that by the time assured and consequently a height loss allowance may
the aeroplane has descended to a wheel height of 15 m be used in the determination of the decision height.
(50 ft), the TDZ should clearly be in view. Although
manual Category I1 operations may beauthorized, 6.2.32 those
In Category I11 operations where
Category I1 appraaches are normally carried out decision heights are used, specific decision heights are
autocoupled. In addition, some large aeroplanes may associated with RVRs. They are generally specified at or
use automatic landing equipment. below 15 m (50 ft).Theirpurpose is to specify the
lowest height at which a pilot must be assured that an
6.2.29 Category I1 visibility minima are normally aeropIane is being satisfactorily delivered to therunway
specified in terms ofRVR rather than visibility and andthatadequate visual reference is available for
accordingly an RVR assessment system is a requirement control of the initial part of the Ianding roll.
for a runway used for Category I1 operations.
6.2.33 For Category I11 fail-passive operations a
decision height is used. For Category I11 fail-
Precision approach - Category 111 operations operational operations either a decision height or an
alert height may be used. If a decision height is used,
any necessary visual reference is specified.
Introduction
6.2.30 Although the original ICAO operational Alert height

objective for Category I11 did not include or requirethe
use of a decision height, current States practices require 6.2.34 Alert height is defined inChapter 1. Alert
the use of a decision height for all fail-passive height is a height specified for operational use by pilots
operationsand for somefail-operationaloperations. (100 ft or less above the highest elevation inthe
Certainoperations
require :he specification of a touchdown zone), above which a Category I11 approach
decision height at orbeow 15 m (50 ft). Most Category would be discontinued and a missed approach initiated
I11 ail-operational operationsspecify an alert height at if a failure occurred in one of the required redundant
which the satisfactory operation of a fail-operational operational systems in the aeroplane or in the relevant
automatic landing system and relevant ground systems ground equipment. Below this height, theapproach,
are confirmed. Visibilities range from a TDZ RVR not flare, touchdown, and, if applicable, roll-out may be
less than 200 m (700 ft) for Category IIIA to less than safely accomplished following any failurein the aircraft
50 m (150 ft) for Category IIIC operations. or associated Category I11 systems not shown to be
extremely improbable. This height is based on
characteristics of an aircraftand itsparticular fail-
Decision height operational airborne Category I11 system.
6.2.31 The obstacle environment inthe precision 6.2.35 During airworthiness certification alert heights
segment of the approach must permit an aeroplane, are evaluated at or above 100 f t to assure sufficient
coupled to the ILS by anautomatic flightcontrol system reliability and integrity. Operationally,alert
system, to fly safely without visual reference to the heights clre set at or below 100 ftto assurethat
ground,down to the TDZ, and carryout a missed conservative judgements are made when failure
approach.In Category I11 operationsas in other conditions occur.
operations, the aeroplane should be capable of
executing a missed approach from any height prior to
touchdown. The height loss allowance used in the Runway visual range
determination of the decision height for a Category I1
operation is not applicable to a Category I11 operation 6.2.36 In Category I11 operations the entire approach
using a fail-operationalautomaticor hybrid system down to the touchdown should be flown automatically
because the fail-operational characteristics assure that except for those systems approved for manual control
thelandingflare will occur. Moreover the missed based onthe use of head-up displays. For fail-
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I C A O 9365 ** 484141b 0028329 383
48 Manual of A II- Weather

Operations
operational Category IIIA, RVR is used to establish given in units prescribed by Annex 5; operationally
that thevisual reference will be adequate for initial roll- equivalent values in other units currently used by some
out. For fail-passive Category IIIA, RVR provides for States are given inTable 6-8. It is recognized that
the necessary visual reference to enable the pilot to reduced visibility may be caused by different factors
verify that the aeroplane is in a position which will (e.g. fog, blowing snow, dust, heavy rain, etc.) and that
permit a successful landing in the TDZ. If the ground the values in these tables may not be universally
roll is to bemanually controlled using visual reference appropriate.States may accept values of operating
then RVRs of the order of 200 m will be required. minima which are lower than those irr the tables if they
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are satisfied that the safety of opemtioncanbe
maintained, Conversely, it is not intended that these
6.2.37 For Category IIE minima discussed above, a
values will be approved for an operator's use in those
fail-operational flight control system ensures that the
cases where the Stateof the Aerodrome hasestablished
pilot is extremely unlikely t o have to revert to manual'
higher values- unless specifically authorized by that
control of .the aeroplane because of a system failure in.
State.
the Category I11 regime. If the flight control system. is
fail-passive in operation, then, in specifying minima,
consideration must be givento theability af the pilotto
Take-oPf minima
continue safely with the landing or to carry outa missed
approach manually and unless amandatory missed
approach is required following equipment failure,
Commonly.accepted take-off-miniitnu (Table 6-1)
consideration should be given to establishing the RVR
at a value which will enable the piIot to assess that
6.3.2 The take-of minima shown inTable 6-1 are.
sufficient visual reference exists for manual control of
appropriate for most international operations.. Use of
the flare.
these minima are based OR the falIowing factors-:
6.2.38 In Category 111 operations, the need for 1) flight charticteriitics and cockpit instrumentation.
specific minima intheform of visual. rererence or typical of multi-engine turbine- aircraft;
decision height requirements is determined by the
reliability of the
automatic systems. Where such 2) comprehensive programmes for crew qualifi-
minima are necessary, they will depend on the visual cation which address use of the specified minima;^
segment required,the pilot's field of view and the
probability of the automatic system5 failing. 3) comprehensive programmes for airworthiness,
with any necessary equi'pment o.perationa1(MIX);
4); availability of specified facilities for therespective

minima, inchding programmes for assurance of
6.3 TABLES OF AERODROME the necessary reliability and integrity;
OPERATING MINIMA
5 ) availability of airtraffic services toensure
6.3.1 Tables of operating minima on their own have separation of aircraft and timely andaccurate
no instrinsic meaning; they only have significance in provision of weather, NOTAM, and other safety
conjunction with a setof operating pdicies,.procedures information;
and instructions.Since such policies are specified by the
State of the Operator and vary widely, it is emphasized 6) standard runway, airport, obstruction clearance,
that impositian of operating minima by the Stateof the surroundingterrain,andother characteristics
Aerodrome on operators from another Statecan lead to typical of major facilities serving scheduled
inconsistencies or be counter-productive. Tables of international Operations;
operating minima are intended primarily for use by
States in regulating their own operators. The following 7) routine low visibility weather conditions (e.g. fog,
Tables 6-1 to 6-7 contain values of minima which are precipitation, haze, wind components, etc.) which
commonly acceptable to States. They are not absolute do not require special consideration; and
values but are considered to be a reasonable balance
between the need to maintain safe operation and the 8) availability of alternate courses of action in the
need to achieve regularity. The values of minima are event of emergency situations.

ICAO 93b5 ft V8Vb4bb
0028330 OT5 =
Chapter 6 - Approval and Implementafion of Aerodrome Operating
Minima 49
Other take-off minima 3) separationfromobstructions relevant toall

engine or engine out performance cannot be
6.3.3 When oneormore of thefactors specified in assured by instrument procedures alone;
6.3.2 above donot apply, cannotbe adequately
addressed, are
or uncertain, higher take-off minima 4) existence of limitations regarding faci!ities
than thoseshown in Table 6-1 may benecessary. In such necessary for use of the respective minima (e.g.
situations, some States apply standard minima which lights partially outof service, markings not
are higher than the minima shown in Table 6-1 and visible due to snow cover or excessive rubber
which address most exceptions to the factors listed in deposits, etc.);
6.3.2 (e.g. standard minima of 800 rn for 3- OF 4-engine
and 600 m for 1- or 2-engine aircrat). In
aircraft 5) limitations regarding air traffic services needed
other situations where even standard minima are not for lower minima, or when services are
adequate to assure safety for particular circumstances, inadequate or not available (e.g. during tower
still higher minima may beneessary. When such closure drrring the night, etc.);
minima are used, somemethod of evaluationor
validation of the minima may be necessary to assure 6) during
temporary changes such as airport
that the considerations addressed by the minima are construction which affect facilities or standard
properly
applied to specific aircraft, crews, or procedures;
operations. Examples of situations, circumstances, or
factorsin which minima higher rhan the minima shown 7) when airport characteristics are non-standard
in Table 6-1 may be. necessary include: such as with significant runway gradients, non-
paved surfaces,narrow runways, uncertain
1) existence of non-standardor unusuaI flight obstruction information, mountainous terrain,
eharacterigics (eg. due to configuration or or where other non-standard situations exist;
critical MEL. orcanftgusatton deviation k t
items such
as anti-skid inoperative, thrust 8) during periods of non-routine adverse weather
reverser inoperative, etc.); conditions (e.g.wind shear, slippery runways,
runway contaminents, excessive wind compon-
2) crew qualification which does not address use of ents, high snow banks at runway edge, runways
the specified minima, or use of crews who do not not plowed full width, etc.) which require special
have sufficient experience; consideration;
Table 6-1. Commonly acceptable takeoff minima

Commercial transport aeroplanes (multi-engine aeroplanes)
Facilities R VR/ VIS

Runway edge lights, runway centre line lights, centre line markings,
and touchdown, mid-point and stop-end RVR
Runway edge lights and either centre line lights or centre line 500 m3
markings
1. Minima are based on factors described in 6.3.2. If these factors do notapply, higher minima apply as described in 6.3.3.
2. In certain States where RVR increments are given in 50 m steps, 150 m may be acceptable for stop-end RVR.
3. RVR minima lower than theabove figures have been accepted by some Stateswho operate inaccordance with the take-off
minima guidance material tabled in Chapter 6 of ECAC Doc 17, Issue 3. Although the ECAC table is substantially in
accord with that above it does permit take-offin RVRs different to those listed in the table (under clearly defined special
circumstances).
4. Where RVR reports are limited by RVR readout or where mid-point RVR is not available some States restrict RVR t o
350 m.
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ICAO 7365 ** 48434Lb
0028333 T3L W
50 Manuai of All- Weather Operations
9) when alternate courses of action in the event of runway edge lights, threshold lights, end lights and
emergency situations are not available (e.g. no runway markings, as described in Annex 14, Volume I,
take-off
alternate
aerodrome available, no or no approach lights or approach lights not qualifying
acceptable way to accomplish an emergency as simple approach lights. The visibility values in
return, etc.); and Table 6-2 are based on the availability of full facilities;
if only intermediate facilities are available the visibility
10) other factors determined operationally relevant value extracted from the table should be increased by
by the operator or the State of the Operator. 400 m and if basic facilities are all that are available, it
should be increased by- 800 m,.
Approach and landing minima
Circling approach (Table 6-4)

Non-precision approach (Tables 6-2 and 6-3)
6.3.5 The MDH for a visual circling approach is the
6.3.4 TheMDHforaparticularapproach is the OCH fora specified category of aeroplane promulgated
OCH promulgated forthe procedure orthe lowest for that approach or the MDHvalue given in Table6-4,
MDH authorized for the aeroplane or the crew. The whichever is the higher. .The minimum visibility (not
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minimum visibility to be associated with the MDH can RVR) for a circling approach should be thatassociated
be determined from Table 6-2 when the MDH is 100 m with the applicable MDH as shown in Tables 6-2 and
(320 ft) or higher, and from Table 6-3 for MDH values 6-4. The visibility values for circling minima given in
between 75 m and 100 m (250 ft - 320 ft). Full facilities these tables are commonly accepted operating minima
referred to in Table 6-3 are those currently described and should not be confused with the design criteria for
in Annex 14, Volume I, asa precision approach visual manoeuvring (circling) approach areas contained
Category I lighting system, with runway edge lights, in the PANS-OPS (Doc 8168). Some States impose a
threshold lights, end lights andrunway markings. minimum RVR for landing from a circling approach
Intermediate facilities consist of a high intensity simple even if the pilot expects that the visua1 reference will be
approach lighting system, with runway edge lights, maintained. This may prevent visual approaches being
threshold lights, end lights and runway markings as carried out with subsequent loss of visual reference in
described in Annex 14, Volume I. Basic facilities consist the flare, and reduce the probability of an undesirable
of a low intensity simple approach lighting system, with mix of precision and circling approaches.
Table 6-2. Commonly acceptable non-precision approach minima

Relationship between MDH and visibility minima

for MDH of 100 m (320 ft) and higher
MDH Visibility or R VR (metres)

Aeroplane category
metres feet A B C ' D
100-120 320-390 1 600 m 1 600 m 1 600 m 2 000 m
121-140 391-460 1 600 m 1 600 m 2 000 m 2 400 m
141-160 461-530 1 600 m 1 600 m 2 000 m 2 800 m
161-180 53 1-600 1 600 m 1 600 m 2 400 m 2 800 m
181-205 601-670 1 600 m 1 600 m 2 800 m 3 200 m
206-225 67 1-740 1 600 m 1 600 m 3 200 m 3 600 m
226-250 741-810 1 600 m 2 000 m 3 600 m 4 000 m
25 1-270 811-880 1 600 m 2 000 m 4 000 m 4 400 m

L
ICAO 9365 ** 48L(L4Lb 0028332 978 =
Chapter 6 - Approval and Implementation of Aerodrome Operating
Minima 51
Table 6-3. Commonlyacceptablenon-precisionapproachminima

Commercial transport aeroplane (multi-engine aeroplanes)
Relationship between visual aids and visibility minima

for MDH between 75 m and 100 m (250 ft - 320 ft)
Visibility or RVR (m)

Aeroplane category A B C D
Full facilities 8001 8001 8001 1 60O2
Intermediate facilities 1 200 1 200 1 200 I 600
Basic facilities 1 600 1 600 1 600 1 600
1. 1 200 m visibility/RVR for NDB.

2. 1 200 m visibiIity/RVR for localizer with final approach fix (FAF) and middle marker ().
Table 6-4. Commonlyacceptablecirclingminima

Aeroplane category1 -A B C D
MDHZ 120 m 150 m 180 m 210 m
(400 ft) (500 ft) (600 ft) (700 ft)
Visibility3 1600m 1 600 m 2400m 3 600 m
1. Some States apply circling minima for wide-bodied aeroplanes of MDH 300 m (1 000 ft) and visibility 5 km.
2. In those cases where the MDH is higher than the minimum MDH given in Table 6-4 the visibility value will be that
associated with the higher MDH in Table6-2.
3. Some States impose a minimum RVR for landing from a circling approach.
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Precision
approach Category I (Table 6-5) be associated with this decision height can be deter-
mined from Table 6-5. If the decision height is more
6.3.6 The decision height foraparticularoperation than 75 m (250 ft)but less than 90 m (300 ft)the
should be theOCH promulgated forthe procedure, or minimum RVR/visibility inthe tableshould be
the minimum height authorized for the aeroplane and increased by100m; if it is 90 m (300 ft) or more the
the crew, or 60 m (200 ft) whichever isthe highest. The minimum RVR/visibility inthetableshouldbe
minimum RVR (or visibility if RVR is notreported) to increased by 200 m.Full facilities referred to in

52 Operations
Table 6-5 are those currently described in Annex 14, SimiIarly, if it is necessary to increase decision height
Volume I, for a precision approach runway Category I due to, for example, facility limitations, thena
except that for determining minima a precision corresponding increase in minimum RVR will
be
approach Category I Iighting system which is not I'ess required. Typically, a DH of 45 m (150 ft) shouId be
than 740 m in length may be considered to be a full associated with an RVR of 500 m. S:andard visual aids
facility. The values included in thecurrent definition of appropriateto the category of operationshould be
a precision approach runway Category I in Annex 14, provided. However,. in certain specific circumstances
Volume I, have no direct relevance to-the determination such as temporary visual aidoutages,for example
of minima for a specific operation.Intermediate failure of some TDZlighting, it isnecessary to increase
facilities consist of a high intensity simple approach the RVR for a specific DH. Each case must be evaluated
lighting system, with runway edge lights, threshold on an individual basis. The values included.. inthe
lights and end lights as described in Annex 14, currentdefinition of a precision approach runway
Volume 1. Basic facilities consist of a Iow intensity Category I1 which is in Annex 14, Volume I, have no
simple approach lighting system, with runway edge direct relevance tothe determination of operating
lights, threshold lights,. end lights and runway markings minima for a specific Category 11 operation.
as described in Annex 1.4, Volume 1, or no approach
lights orapproach lights not qualifying as simple
approach lights.
Precision approacfi Category 111 (TaEiEe 6-7)
Precision approach Category 11 (Table 6-6) 6.3.8 The facilities required foroperations with the
HVR values shown in the tab-le ate those currently
6.3.7 The decision height for particular
a described in Annex 1'4, Volume I, a s precision approach
Category I1 operation should be theOCHorthe Category I11 lighthg system- and runway edge,.
decision height authorized for the aircraft or the crew, thFeshold, centre line and. touchdown: zone lighting
and should not be less than 30 m (00 ft). The. visual except that the. absence of approach Iights may,. in some
aids available should be those currently described in circumstances, be acceptaljle for fail
operational
Annex 14, Volume I, as a precision approach Category IIEA and IIIB operations.The minimum RVR
category I1 lighting system, including runway edge, for Category IIIA operations. is theminimum TDZ and
threshold, centre line and touchdown zone lights plus midpoint value which is acceptable. In some -cases, a
runway markings. The RVR niinimum of -350 m is minimum value may be specified fox the stopend of the
applicable to Category I1 operations, however, the runway. For Category IIIB operations the rni7'. 1mum
larger aeroplanes may necessitate a greater RVR. RVR applies to all parts of the runway.
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Table 6-5.. CommenLy acceptable precision approach Category I minima
Commercial transport aeroplanes(multi-engine aeroplanes)
FUO Intermediate
facilities facilities Basic facilities
DH',* 60 m (200 ft) 60 m (200 ft) 60 m (200 ft)
RVR' 550 m 800 m 1 20Q m
Visibility3 800 m 800 m 1 200 m
1. DH is 60 m (200 ft) or OCH,whichever is higher.

2. DH may be increased for approaches made with one engine inoperative (see 6.2.17).
3. Increases in DH will require an appropriate increase in RVRhisibility.

ICAO 9365 t t 4841416 0028334 740 - ,
Chapter 6 - Approval and Imptementation of Aerodrome Operating Minima 53
Table 6-6. Commonly acceptable pfecision approach Category I1 minima

Basic Cat L minima Restricted Cat II'

Decision height (DE) 30 m (100 ft) 45 m (150 ft)
RVR2.3 350 rn 500 m
1. Restricted Category I1 minima are generally used for operationalevaluation phases prior to authorization of Basic
Category I1 minima.
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2. Increases i n D H may require a n appropriate increase in RVR.

3. Certain facility outages may require increases of RVR for a specific decision height.
Table 6-7.. Commonly acceptable precision approach Category 111 minima

-
Category IIIA Category IIIB
Fail passive Fail operational
Less than 15 m
Decision Not less than Less than 15 m (50 ft) or
DHno
height (DH) 15 rn (50 ft) or no
(50 ft) DH required
RVR 300 m* 300 m2 100 m2
1. Minima for fail-passive operations lower than 300 m but not less than 200-mRVR are restricted to operations conducted
in accordance with specific criteria for these operations such as thosespecified in ECAC Doc17 or United States Advisory
Circular 120-28C.
2. For examples of airborne equipment combinations acceptable for Category I11 operations see Table 5-2.

ICAO 9365 t t W 4841416 0028335 687 W
54 Manual-ofAll- Weather Operations
~-
Table 6-8. Table of operationally equivalent values
. .
The following metres (m) to statute miles (mile (statute)) or feet (ft) values are deemed to be equivalent
for operational purpose: - _. . . .. ~
Visibility R VR
~ ~~~~ ~ ~~
400 m = % mile (statute) 50 III = 150 f t -

800 m = % mile (statute) 75 m = 250 ft
1 200 m = % mile (statute) 100 m = 300 ft
1 600 m = 1 mile (statute) 150 m . = 500 f t
2 000 m = 1 % mile (statute) 175 m .= ~ 600 ft ..
2 400 m = 1%mile (statute) 200 m - = . 700 ft
2 800 m = 1%mile (statute) 300 m = 1 000 ft

3 200 m = 2 mile (statute) 350 m = 1 200 f t
3 600 m = 2 % mile (statute) 500 m = 1 600 ft
4 000 m = 2% mile (statute) 550 m = 1 800 ft
4 400 m = 2% mile (statute) 600 m = 2 000 f t
4 800 m = 3 mile (statute) 800 m = 2 400 ft
1 000 m = 3 000 ft
1 200 m = 4 000 ft
1 600 m . = 5 000 ft
~ ~~
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I C A O 93b5 ** 4 8 4 1 4 10b0 2 8 3 35b1 3
Appendix A
EXTRACT FROM AERONAUTICAL STATUTES
Note.- This Appendix is an example of how one TITLE VI - SAFETY REGULATIONS OF

Statehas put into effect the necessarymeans of CIVIL AERONAUTICS
regulating its civil aviation activity. Only those aspects
which havea particular bearing on take-off and landing Section 601 General safety powers and duties.
minima jtave been shown.
a) Minimum standards; rules and regulations.
b) Needs of serviceto be considered; classification
of
AN ACT standards, etc.
c) Exemptions.
To continue the Civil Aeronautics Board as an agency
of the United States, to create a FederalAviation Section 602 Airman certificates.
Agency, to provide for theregulation and promotion of
civil aviation insuchmanner as to best foster its a) Power to issue certificate.
development and safety and to provide for the safe and b) Issuance of certificate.
efficient use of the airspace by both civil and military c) Form and recording of certificate.
aircraft, and for other purposes.
Section 603 Aircraft certificates.
a) Type certificates.
TITLE III - ORGANIZATION OF AGENCY AND b) Production certificate.
POWERS AND DUTIES OF ADMINISTRATOR c) Airworthiness certificate.
Section 307 Airspace control and faciIities. Section 604 Air carrier operating certificates.
a) Use of airspace. a) Power to issue.

b) Air navigation facilities. b) Issuance.
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c) Air traffic rules.
d) Applicability of Administrative Procedure Act. Section 605 Maintenance of equipment in air
e) Exemptions. transportation.
f ) Exception for military emergencies.
a) Duty of carriers and airmen.
Section 3 10 Meteorological service. b) Inspection.
Section 313 Other powers and duties of Section 606 Air navigation facility rating.
Administrator.
Section 607 Airagencyrating.
a) GeneraI.
b) Publications. Section 608 Form of applications.
c) Power to conduct hearings and investigations.
d) Training schools. Section 609 Amendmentsuspension, and revocation
e) Annual report. certificates.
Section 3 11 Collection and dissemination a) Procedure.

of information. b) Violation of certain laws.
55

I C A O 9365 X * m 4B4141b 0028337 45T H
Section 610 Prohibitions. TITLE IX - PENALTIES
a) Violations of title. Section 901 Civil penalties.

b) Exemption of foreign aircraft and airmen.
a) Safety, economic, and postal o.f
I enses.
Section 611 Control and abatement of aircraft noise b) Liens.
and sonic boom.
Section 612 Airport operating certificates. Section 903 Venue and prosecution of offenses.
a) Power to issue. b) Procedure in respect of civil penalties.

b) Issuance. c) Procedure in respect of. penalty for aircraft
c) Exemption. piracy.
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__
ICAO 9365 ff m 4841416 0028338 396 m
Appendix B
EXAMPLES OF SPECIFIC RULES PERTAINING TO
ALL-WEATHER OPERATIONS
(See Chapfer 2, 2.3.3)
In the United Kingdom, specific rules are contained in e) Licensing

of Aerodromes (Part IX)
the Air Navigation Order 1985 and the Air Navigation
(General) Regulations 1981, which are statutes, and in fl General Provisions (Part X)
Civil Aviation Publications (CAP) which are issued by
the Civil AviationAuthority. CAP are not devoted g)Transport:
Public (Schedule
11)
solely to specific rules and may also contain advisory or Operational Requirements
explanatory material. Those rules which are in the
statutes arefor themost part in the formof prohibition
The Air Navigation (General) Regulations 1981 include
of actions which are beyond the legal limit, whereas the
a specification of minimum weather conditions for
contents of the Civil Aviation Publications detail what
take-off and landing operations by certain groups of
conditions must be satisfied in order to obtain authority
aircraft.
for particuIar flight operations.
Parts of the Air Navigation Order 1985 relate to the Civil Aviation Publications lay down the conditions
following points: which must be satisfied before an operator may
commence public transport operations. CAP 360 -
a) Issue of Air Operators (Part IE) Air Operators Certificate - Information on
Certificates Requirements to be met by Applicants and Holders
contains detaiIs of the basic requirements which cover
b) Composition of Crew of (Part IV) all aspects of an operation including bad weather
Aircraft operation to Category I limits. CAP 359 - United
Kingdom Operating Requirements for All-Weather
c) Operations of Aircraft
(Part v) Operations Categories 11, IIIA and IIIB describes the
conditions which must be satisfied before these

d) Fatigue of Crew (Part VI) operations can be authorized.
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57

ICAO 5'365 ** = 4B4l14Lb 0028339 222
Air Navigation Order (ANO) and associated Air

Navigation (General)Regulations:
AN0 Article 18 Composition of crew of aircraft.
AN0 Article 19 Members of flight crew - requirement of licenses.

AN0 Article 25 Operations Manual - requirements for carriage and contents.
AN0 Article 26 Training .Manual requirements.
AN0 Article 30 Aircraft registered in the United Kingdom - Aerodrome operating minima.
AN0 Article 31 Aircraft not registered in the United Kingdom - Aerodrome operating minima.
AN0 Article 71 Aerodromes: public transport of passengers and instruction in flying.
AN0 Article 86 Power to prevent aeroplane flying. . .
. .
AN0 Article 88 Obstruction of persons in the performance of their duties under the Order.
AN0 Article 89 Enforcement of directions given under the Order.
AN0 Article 91 Extra-territorial effect of the .Order.
AN0 Schedule 11 Part A - Operations Manual. Contents requirements. Part B - Crew Training
and Tests. Requirements by crew category. Part C - Training Manual.
Contents requirements.
CAP 360, Air Operator's Certificate. Non-precision approach and Category I precision approach operations,
Information on Requirements to be met by including aerodrome operating minima. Chapter 2.14 and Appendices D and E.
Applicants and Holders
CAP 359, United KingdomOperating Category II and Ill precision approach operations including aerodrome and ILS
Requirements for All-Weather Operations safeguarding and aerodrome operating minima.
Categories II, MA and 1116
CAP 168, Licensing ofAerodromes Aerodrome aspects including obstacles, lighting and marking requirements
relating to Category I, II and 111 operations.Chapters4, 6 and 7.
British Civil Airworthiness Regulations (BCAR) Requirements to be met for the certification of United Kingdom registered
BCARPaDerNo. 742 aeroolane in Cateaories II and Ill.
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L
ICAO 7365 *X m 484141b 0028340 T 4 4 m
Appendix B - Examples of Specific

Rules
Pertaining All-
to Weather Operations 59
Bibliography
BCAR = British Civil Airworthiness Requirements AC = Advisory

Circular
AN0 = Air Navigation Order FAR = Federal Aviation Regulations
CAP = Civil Aviation Publications FAA = Federal Aviation Administration
All-Weather Operations - areas
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
rules which States
in United
Kingdom
United
are required
The operation:
a) Airworthinessrequirements
Category ll BCARPaper742 AC 520-29,120-28,20-57A

Standard Operations Specifications Part C,
Category 111 BCARPaperi'42 Category 11 and Category HI
b) Flight crew qualifications and ANO, Articles 19, 20 and fAR 121 Subparts N and 0 and qualifications and
training Schedule 11. Appendices E and F
CAP 360, Chapter 2, FAR 61 Subpart F and Appendix A
paragraphs 2, 3 and 4 and ' FAR 61.21, 61.67, 61.57, 61.65
Chapter 4. AC 61-56A, 61-57A, 61-77

CAP 359, Chapter 3.
c) Operatingproceduresand AM0 Article 25 and AC 120-288, AC 120-29

in-service proving of Schedule 11. Airman's Information Manual
procedures. BCAR Paper 742.
d) Aerodrome operating minima Non-precision and Category [ - FAR 97 and Standard Instrument Approach
CAP 360, Appendices C and D. Procedures,FAR91.2,91.6,91.34, 91
Category II andCategory 111 - AppendixA, 91.116,121.101,121.651,121.655,
CAP 359,Appendix. 135.225, 125.381
FAA Order 8260.38 (TERPS)
The aerodrome:
a) Adequacy of runways and CAP 168, Chapter 3 AC 150-5325-2C, 150-5335-2,

taxiways 150-5335-5
b) Visual and nen-visual

1) Visual CAP 168, Chapters 5 and 7 FAAOrder8200.1,8260.38(TERPS),8260.19A,
6700.11,6750.16A,6750.24A
2)Non-visual (ICAO Standards applied) AC 150-5340-24,150-5340-4C,150-5340-19,
150-5345-48 .
c) Obstacleclearance criteria CAP168,Chapter 4 FAA Order 8260.3B (TERPS)
d) Meteorologicalserviceand UK Air Pilot (MET). AC 97-1A,00-6A,00-45C

the assessment and Manual of Air Traffic Services. FAA Order 7330.7L
dissemination of RVR
e) Air traffic service, including Manual of Air Traffic Services. FAAOrder7110.65C,7930. 1A

ground movement control UK Air Pilot (RAC).
Certification and authorization:
a)The aircraft BCARs AC 120-28C,120-29

FAAOrder8430.6C,8110.8, 8110.4 & 8040.1A
b) Theaerodrome CAP 168 FAR 139
c) The aircraft operator CAP 360 FAAOrder 8430.6C, 8320.12, 8440.5A

ICAO 9365 ** W 484343b 0028343 980
Appendix C
CRITERIA FOR ESTABLISHING A VISUAL DESCENT POINT
(See Chapter 3, 3.4-3)
[extracted from United States Terminal Procedures (TERPS)]
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
"VISUAL PORTION OF THE FINAL APPROACH 2) When no VASI is installed, the area shallbegin
SEGMENT. The visual portion begins at the visua1 at a point 500 feet upwind from the runway
descent point and ends at the runway threshoId. The threshold and spIay 10" either side of the
visualdescent point is a defined point on the final runway centre line.
approach
course of a non-precision straight-in
approach procedure from which norma descent from 3) Where the 10" splay does not encompass the
the MDA to the runway touchdown pointmay be width of the runway at the threshold, the area
commenced, provided visual reference is established. shall begin at thethreshold at a width equal to
therunway width and splay 10" fromthe
a) VISUAL DESCENT POINT(VDP). When an runway edges.
instrument approach procedure incorporates a
VDP, the VDP shall be identified hy an approved 4) The area shall terminate a t the VDP or where
navigational fix. The fix error shall meet the the obstacle clearance surface elevation is
specified fix accuracy, but in no case shall the fix equal to the MDA minus the Required
error exceed 0.5 NM. Obstacle Clearance (ROC) whichever occurs
first.
1) Where VASI is installed, the VDP shall be
located a t the point where the lowestVASI
d) Surface. The surface is included upward and
glide slope intersects the lowest MDA.
extends outward to the point where the VDP area
terminates.
2) Where VASI is not installed, the VDP will be
located at thepoint on thefinalapproach
1) When VASIis installed, thesurface shall
course at theMDA where a descent gradient to
extend from the downwind VASI bar at an
thethreshold of 300-400 f t perNMcom-
angle 1" lower than the aiming angle of that
mences. If operational requirements dictate a
bar (Figure B).
2" descent gradient, 212 ft per NM may be
used.
2) When no VASI is installed, the surface shall
extend from the threshold at an angle 1%"
b) Alignment. The VDP area is centered on the
lower than theangle resulting from thedescent
runway centre line extended.
gradient from the VDP to the runway
threshold (Figure C ) .
c) Area. The VDP area is determined as follows:
1) When VASI is installed, the area shall begin at e) Obstacle limitations. No obstacle shall penetrate
a point abeam the downwind VASI bar and the surface overlying the area associated with the
splay 10" either side of the runway centre line. VDP (Figure A)."
61

I C A O 9365 ** W 4843436 0028342 837 W
62 Operations
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Figure A. Visual descent point obstacle clearance area
Upwind bar Downwind bar .
Figure B. Visual descent point obstacle clearance surface {with VASI)
Figure C. Visual descent point obstacle clearance surface (without VASI)
- END -

ICAO TECHNICAL PUBLICATIONS
The fdowing mmmary gives the status, and also regarded as not yet having attained a sufficient degree
dmcribes in general terms the contents of the various of maturity for adoption as InternationalStandards and
seriesoftechnicel publications k e d by the Inter- Recommended Practices, as well as material of a more
n&kxwl Chi1 Aviation Organization. It does not permanent character which is considered too detailed
in&&sp&&ed publications that de not fall specifi- for incorporation in an Annex, or is susceptibIe to
ed& within one of the series, such as the Aeronautical frequentamendment, for which the processes of the
Chart G a t a I o w orthe Meteorological Tables for Convention would be too cumbersome.
LntemationaI Air Navigation.
Regional Supplementary Procedures (SUPPS) have a
International Standardsand Recommended Prac- status similar to thatof PANS in that they are approved
tices are adopted by the Council inaccordance with by the Council, but onlyfor application in the respective
Articles 54, 37 and 90 of the Convention on Inter- regions. They are prepared in consolidated form, since
national Civil Aviation and are designated, for certain of the procedures apply to overlapping regions
convenience, as A n n e x e s to the Convention. The or are common to two or more regions.
uniform application by Cotttracting States of the speci-
B I c a h axmked in the International Standards is
mo@zed a necessary for the safety or regdarity of
n
it m ti air &gation whie the uniform appli-
d Thefollowing publications are preparedby authority
atkm of the specifications in the Recommended of theSecretary
Generalin
accordance
with
the
Practices is regarded its desirable inthe interest of principles and policies approved by the Council.
safety, regularity or efficiency of internationalair
navigation. Knoevtedge of any differences between the Technical Manuals provide guidance and infor-
national regUk~QE.5 or practices of a State and those mation in amplification of the International Standards,
estabkhed by an International Standard is essential to Recommended Practices andPANS, the implemen-
the safety or repusarity of international air navigation. tation of which they are designed to facilitate.
In the event of non-compliance with an International
S W a r d , a State has,in fact, an obligation,under Air Navigation Plans detail requirements for facili-
Article 38 of h e Convention, to notify the Council of ties and services for international air navigation in the
any differences. KwwIedge of differences from respective ICAO Air Navigation Regions. They are
Recommended PPactices may also be important for the prepared on the authority of the Secretary General on
safety of air navigation and, although the Convention the basis of recommendations of regional air navigation
does not impose any obligation with regard thereto, the meetings and of the Council action thereon. The plans
Cbuncil has invfted Contracting States to notify such are amended periodically to reflect changes in require-
differences in adcfkion to thaserelating to International ments and inthestatus of implementation of the
stan*ds. recommended facilities and services.
Procedrrres for Air Navigation Services (PANS) are ICAO Circulars make availabIe specialized infor-
appmved by the Council for world-wide application. mation of interest to Contracting States. This includes
They contain, fur the most part, operating procedures studies on technical subjects.
--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---

--`,,,,,``,`,``,,`,,,`,,,`,`,``,-`-`,,`,,`,`,,`---
PRICE: U.S.$7.25
(or equivalent in other currencies)
@ ICAO 1991
12/91. EIP112300
Order No. 9365

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I C A O 9365 ** 4 8 4 1 4 L b 0028276 219 =

SECOND EDITION - 1991

Approved by the Secretary General

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Copyright International Civil Aviation Organization

Document Sales Unit

Egypt. ICAO Representative, Middle East Office, 9 Shagaret E1 Dorr Street,

Monthly supplements announce new publications, amendments,

Available free from the Document Sales Unit, ICAO

Copyright International Civil Aviation Organization

Copyright International Civil Aviation Organization

RECORD OF AMENDMENTS AND CORRIGENDA

Copyright International Civil Aviation Organization

Nothing in this manual should be construed as contra-

Copyright International Civil Aviation Organization

Chapter 1. Introduction. . . . .. .. . .. .. ... . .

Copyright International Civil Aviation Organization

1.1.1 This document provides a total system concept

a) to States of the Operator in the supervision of

Copyright International Civil Aviation Organization

Manual af All- Weather ODerations

Enact basic legislation

Aerodrome: Ground services Aircraft equipment: Flight crew:

- visual aids - ATS/GMC airworthiness - training

AIP, AIC, NOTAM, CHARTS

Figure 1-1. Steps in the development of all-weather operations

Copyright International Civil Aviation Organization

1.2 GLOSSARY OFTERMS,ABBREVIATIONS Automatic landing system. The airborne equipment

Category D - 261 km/h (141 kt) or more but less

Copyright International Civil Aviation Organization

4 Manual of All- Weaiher

Fail-operationalhybridlanding system. A system control system acceptable for thecategory of operation

1) a landing can be made; or Category B (Cat I). operation. A precision instrument

Copyright International Civil Aviation Organization

Minimum descent altitude/height (MIA/H). A

Copyright International Civil Aviation Organization

Touchdown zone (TDZ). The portion of a runway, DH Decision height

Cat I11 Category I11 VDF Very high frequency direction

Copyright International Civil Aviation Organization

VFR Visual flight rules Part 4 - Visual Aids

Annex 1 - PersonnelLicensing Airworthiness Technical Manual (Doc 9051)

Aerodrome Design and Operations Volume I (General)

Copyright International Civil Aviation Organization

2.1 AERODROMEOPERATING MLNIMA operating minima, a large number of factorsare

2.1.4 Inthe take-off case the information available

Copyright International Civil Aviation Organization

guidance and control systems generally determines the

Copyright International Civil Aviation Organization

10 Manual of All- Weather

d) make provision forthe enforcement of the 1) adequacy of runways and taxiways;

2) the aerodrome; and

Copyright International Civil Aviation Organization

developed in two States as they relate to the areas of a State should be

Copyright International Civil Aviation Organization

I2 .. - Manual of All- Weather Operations

criteria for particular operationsor to give manufacturersandoperators of the charac-

Copyright International Civil Aviation Organization

3.1 INTRODUCTION 3.2 AERODROMEFACILITIES

and the availability of the facilities, and an air traffic

e) secondary power supplies; and

3.2.2 The physical characteristics include the

Copyright International Civil Aviation Organization

Physical characteristics transmitter antenna) or in the runway end safety area