ALL WEATHER OPERATIONS

CIVIL AVIATION REQUIREMENT SECTION 8 AIRCRAFT

OPERATIONS SERIES C PART IIssue I, Dated 13th June 2011
Alert height. An alert height is a height above the runway threshold based on the
characteristics of the aeroplane and its fail operational landing system, above which
a Category III operation would be discontinued and a missed approach initiated if a
failure occurred in one of the redundant parts of the landing system, or in the
relevant ground equipment.
Ceiling. The height above the ground or water of the base of the lowest layer of
cloud below 6000 m (20 000 ft) covering more than half the sky.
Converted Meteorological Visibility (CMV). A value equivalent to an RVR that is
derived from the reported meteorological visibility, as converted in accordance with
the specified requirements in the CAR

CMV is not to be used for calculating any RVR minima below 800m.

Low visibility take-off (LVTO). A term used in relation to flight operations referring
to a take-off on a runway where the RVR is less than 400 m.
An operator shall not conduct low visibility take-offs in less than 400 m RVR unless
approved by DGCA. Scheduled operators may be authorized LVTO minima of up to
125 m.
Full thrust take off rating is to be used for LVTO.

Categories of aeroplanes. The following five categories of typical aeroplanes have

been established based the indicated airspeed at threshold (Vat) which is equal to
the stall speed Vso multiplied by 1.3 or stall speed Vs1g multiplied by 1.23
(whichever is higher) in the landing configuration at maximum certificated landing
mass.
Category A: LESS THAN 91 (KT)
Category B: 91-121
Category C: 121-141
Category D: 141-166
Category E: 166-211
LOW VISIBILITY OPERATIONS MINIMUM EQUIPMENT (AIRCRAFT)

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

Window heat system for all heated cockpit windows
Anti-skid system
Thrust reversers for all engines.

Restricted Aerodrome Operating Minima. Restricted AOM shall be based on

additives applied to the Normal AOM as below:
Restricted AOM=
Normal AOM DA(H)/MDA (H) +100& normal AOM Visibility/RVR + 400 m

ILS CALTEGORY
ILS CAT

DH (FEET)

RVR
(METERS)

CAT 1

DH>200

RVR>550
VIS>800

CAT 2

200-100

550-300

CAT 3 A

100-0

300-175

CAT 3B

50-0

175-50

EXTENDED DIVERSION TIME OPERATIONS (EDTO)

CIVIL AVIATION REQUIREMENTSSECTION 8 - AIRCRAFT OPERATIONSSERIES

TH
'S' PART IISSUE II, 04
SEPEMBER 2014
The purpose of initial ETOPS regulations were to provide very high level of safety
while facilitating the use of twin engines on routes, which were previously
restricted to three or four engine aeroplanes. ETOPS has now evolved to EDTO
(Extended Diversion Time Operations) to encompass two or more engine
aeroplanes and the intent of the current regulation is to avoid a diversion and if
it occurs, to ensure that the diversion is safe. EDTO may be referred as ETOPS
in some documents (AFM etc)

Operators cannot operate a twin engine aircraft of AUW more than 5700 kg
beyond 60 minutes on single engine inoperative cruise speed unless
approved by DGCA for EDTO.

Similarly operators cannot operate with more than two engine aircraft beyond
120 minutes (threshold time for more than two engine aeroplanes) unless
approved by DGCA.

Extended diversion time operations (EDTO). Any operation by an

aeroplane with two or more turbine engines where the diversion time to
an en-route alternate aerodrome is greater than the threshold time
established by the DGCA.
EDTO critical fuel. The fuel quantity necessary to fly to an en-route
alternate aerodrome considering, at the most critical point on the route,
the most limiting system failure.
The threshold time for EDTO established by DGCA is 60 minutes for two
engine aeroplanes and 120 minutes for more than two engine aeroplanes.
Calculated in ISA and still air conditions at the one-engine inoperative cruise
speed for aeroplanes with two turbine engines and at the all-engine operating
cruise speed for aeroplanes with more than two turbine engines, to an enroute alternate aerodrome exceeds a threshold time established for such
operations by the DGCA

MNPS
The concept of Minimum Navigation Performance Specification
(MNPS) was introduced on a world wide basis in 1977 after
establishing criteria for MNPS in the North Atlantic Air Navigation
Meeting. The objective of MNPS Airspace is to enable operators to

derive maximum economic benefit from the improvement in the

capabilities of latest navigation equipment while ensuring safety of
operations.
Aircraft conducting flights within the volume of airspace specified, shall have
a navigation performance capability such that;
.

(a) the standard deviation of lateral track errors shall be less than 6.3 NM
(11.7 km);

(b) the proportion of total flight time spent by the aircraft 30 NM (56 km) or
more off the cleared track shall be less than 5.3 x 10-4;

(c) the proportion of total flight time spent by the aircraft between 50 and 70
NM (93 and 130 km) off the cleared track shall be less than 13 x 10- 5.

(d) Such navigation performance capability shall be verified by the State of

Registry or the State of the aircraft operator.

PBN:
Performance-based navigation (PBN) - Area navigation based on
performance requirements for aircraft operating along an ATS route, on an
instrument approach procedure or in a designated airspace.
Required navigation performance (RNP) specification - A navigation
specification based on area navigation that includes the requirement for
performance monitoring and alerting, designated by the prefix RNP.
Area navigation (RNAV) specification - A navigation specification based on
area navigation that does not include the requirement for performance
monitoring and alerting, designated by the prefix RNAV.

REDUCED VERTICAL SEPARATION MINIMUM

(RVSM)

CIVIL AVIATION REQUIREMENTSSECTION 8 AIRCRAFT OPERATIONS

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SERIES 'S', PART IIISSUE I, 17 JANUARY, 2013

Indian Airspace and neighbouring airspace has become RVSM airspace

between FL 290 and FL 410, inclusive of FL 290 and FL 410 on
27thNovember, 2003.
Basic RVSM Envelope: The range of Mach numbers and gross weights
within the altitude ranges FL 290 to FL 410 (or maximum attainable) where an
aircraft can reasonably be expected to operate most frequently.
Full RVSM Envelope: The entire range of operational Mach numbers, W/,
and altitude values over which the aircraft can be operated within RVSM
airspace.

RVSM Airspace: RVSM airspace is any designated airspace/route

between FL 290 and FL 410 (both levels inclusive) where aircraft
are separated vertically by 1000 ft (300 m)
Total Vertical Error (TVE): Vertical geometric difference between
the actual pressure altitude flown by an aircraft and its assigned
pressure altitude (flight level).

Each aircraft type group utilised by an operator shall be capable of

height keeping performance which does not exceed a mean Total
Vertical Error of 25m (80ft).
The standard deviation about the mean TVE shall not exceed the
following.
a) Standard Deviation (ft): 82 - 0.004z2 where z equals mean TVE
for the aircraft type in fleet;

b) Standard Deviation (m): 25 - 0.016z2 where z equals mean TVE

for the aircraft type in meters.
Two independent altitude measurement systems shall be installed.
One secondary surveillance radar transponder (meeting TSO C112
standards) with an altitude reporting system that can be connected
to the altitude measurement system in use for altitude keeping.
Airborne Collision Avoidance System (ACAS II) (meeting TSO
C119b standards) to improve the safety level of flights operating
within RVSM airspace.
An altitude alerting system that alerts the crew aurally and visually
if displayed altitude deviates from the selected altitude by more
than 300 feet (for aircraft for which application for type
certification was made on or before April 9, 1997) or 200 feet (for
aircraft for which application for type certification is made after April
9, 1997).
An automatic altitude control system shall be required which shall
be capable of controlling altitude within tolerance band of 15
metres (50 feet) about commanded altitude, when operated in
the altitude hold mode in straight and level flight under non
turbulent, non gust conditions.

PRE-FLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH

FLIGHT

Review technical logs and forms to determine the condition of

equipment required for flight in the RVSM airspace.
.

During the external inspection of aircraft, particular attention shall

be paid to the condition of static sources and the condition of the
fuselage skin near each static source and any other component
that affects altimetry system accuracy.

Before takeoff, the aircraft altimeters shall be set to the QNH of the
airfield and shall display a known altitude , The two primary
altimeters shall also agree within limits specified by the aircraft
operating manual.
Note: The maximum value for these checks cited in operating
manuals should not exceed 23m (75ft).

PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY

The following equipment shall be operating normally at entry into
RVSM airspace:
Two primary altitude measurement systems.
One automatic altitude-control system.
One altitude-alerting device.
Operating Transponder: An operating transponder may not be
required for entry into all designated RVSM airspace. The
operator shall determine the requirement for an operational
transponder in each RVSM area where operations are
intended. The operator shall also determine the transponder
requirements for transition areas next to RVSM airspace.

IN-FLIGHTPROCEDURES
When changing levels, the aircraft shall not be allowed to
overshoot or undershoot the cleared flight level by more than 45 m
(150 ft);
Keep vertical speeds between 500-1000ft /min.

Note: It is recommended that the level off be accomplished using,

the altitude capture feature of the automatic altitude-control
system, if installed.
An automatic altitude-control system shall be operative and
engaged during level cruise, except when circumstances such as
the need to re- trim the aircraft or turbulence require
disengagement.
Ensure that the altitude-alerting system is operative;
At intervals of approximately one hour, crosschecks between the
primary altimeters shall be made. A minimum of two will need to
agree within 60 m (200 ft). Failure to meet this condition will
require that the altimetry system be reported as defective and
notified to ATC;
.

(i) The usual scan of flight deck instruments shall suffice for
altimeter cross checking on most flights.

(ii) Before entering RVSM airspace, the initial altimeter cross

check of primary and standby altimeters shall be recorded.
ADVANTAGES OF RVSM
i)
ii)
iii)
iv)

It makes available 6 new flight levels.

ii)It increases airspace capacity while maintaining the
required target level of safety as set by ICAO.
ii)It reduces ATC workload, as mode C transponder is a must
for RVSM compliant aircraft.
iv)It allows aircraft to operate at more optimum flight levels
and thus improving fuel efficiency.

4.4.5.4.1 Degradation in flight.Pilot to notify ATC when

aircraft Is no longer RVSM compliant due to equipment
failure, experiences loss of redundancy of altimetry system
or encounters turbulence that effects capability to maintain
assigned flight level. A pilot must report a failure of
mandatory equipment using the keywords UNABLE RVSM.
On each flight before entering the RVSM flight level band,
pilots of RVSM approved aircraft must check to ensure that
all mandatory equipment is operating normally. After
entering the RVSM level band, pilots are required to report
RVSM related equipment failures. Failure of one primary
altimetry system is only a loss of redundancy and as such,
RVSM may still be applied.