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Corporate (Pty) Ltd.

FLIGHT OPERATIONSMANUAL

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A Category C aerodrome is one which does not satisfy the requirements of Category B and has difficult characteristics that require extra consideration. Before operating a public transport flight to a Category C aerodrome, the PIC, if s / he has not visited the aerodrome in the previous 13 months, shall either visit the aerodrome in a non-operating capacity and observe the approach, landing and subsequent takeoff from the flight deck, or operate under the supervision of a training PIC who has visited the airfield within the previous 13 months.

10.3.11 Noise Abatement Departure Profiles

1. Aeronexus Corporate shall use the following procedure for noise abatement:

a. Takeoff to 1,500ft above aerodrome elevation;

i. Takeoff power;

ii. Takeoff flap;

iii. Climb at V2 +10 to 20kts;

b. 1,500 feet AGL

i. Reduce thrust to climb power;

ii. Flaps remain at T / O setting;

c. 3,000 AGL accelerate and retract flaps;

d. Nothing in this procedure shall prevent the PIC from exercising authority for the safe operation of the aeroplane;

10.4.0 Aerodrome Operating Minima

10.4.1 General

1. The Aeronexus Corporate Chief Pilot shall establish aerodrome operating minima in accordance with the provisions of paragraphs 3.1.2, 3.1.3 & 3.1.4 and in conjunction with the instrument approach and landing charts for each aerodrome intended to be used either as destination or alternate aerodrome.

2. The Aeronexus Corporate Chief Pilot shall establish aerodrome operating minima for each aerodrome planned to be used, which shall not be lower than the values as prescribed in Document CATS 91.

3. The method of determining aerodrome operating minima shall be approved by the DCA.

4. The aerodrome operating minima established by the Chief Pilot of Aeronexus Corporate shall not be lower than any aerodrome operating minima established by the appropriate authority of the State in which the aerodrome concerned is located: Provided that if such appropriate authority approves such lower aerodrome operating minima established by Aeronexus Corporate, the lower aerodrome operating minima shall apply.

5. PIC’s shall only use Jeppesen Route Manuals for the determination of minima, but shall also at all times refer to local AIP’s to determine the minima. The more restrictive minima shall be used at all times. This shall apply to all airports and the Aeronexus Corporate Chief Pilot may impose more stringent minima for a particular airport or approach should the need arise.

6. All Aeronexus Corporate flights shall carry onboard the aircraft the Aeronexus Corporatesupplied Jeppesen Airway Manual containing up to date en-route, arrival and approach charts for the airfields expected to be used on that flight.

7. Aeronexus Corporate has established the criteria detailed in the paragraphs following hereunder as the meteorological operating minima for aerodromes utilized by Aeronexus Corporate.



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10.4.2 Destinations and Alternates

10.4.2.1 Takeoff Alternates

1. For selection as a takeoff alternate an aerodrome shall satisfy the following conditions:

a. Meteorological reports and / or forecasts shall indicate that the weather at the aerodrome shall be at or above the applicable landing minima for ± 1 hour of the aircraft’s estimated time of arrival (ETA); and

b. If only non-precision and / or circling approaches are available the ceiling shall be taken into account; and

c. Any one-engine inoperative limitations shall apply. (Loss of Cat II or III capability.)

10.4.2.2 Destination Aerodrome

1. For selection as a destination, an aerodrome shall satisfy the following conditions:

a. Meteorological reports and / or forecasts shall indicate that the weather at the aerodrome will be at or above the applicable planning minima for ± 1 hour of the aircraft’s ETA;

b. RVR / Visibility in accordance with paragraph 4.5 below, and

c. For a non-precision or circling approach the ceiling shall be at or above MDH.

10.4.3 Approach and Landing Conditions

Before commencing an approach to land, the PIC of an aircraft shall be satisfied that, according to the information available to him / her the weather at aerodrome and the conditions of the runway or touchdown area intended to be used, shall not prevent a safe approach, landing or missed approach, having regard for the performance information contained in the Aircraft Flight Manual or similar document described in Part 2.

10.4.4 Destination Alternate and En-Route Alternate Aerodromes

1. For selection as a destination alternate or en-route alternate an aerodrome shall satisfy the following conditions:

a. Meteorological reports and / or forecasts shall indicate that the weather at the aerodrome shall be at or above the planning minima specified in Table 3 below for ± 1 hour of the aircraft’s expected time of arrival, and

b. Where an aircraft type has limited capability (e.g. aircraft not Cat lll capable) the capability indicated in Table 2 shall determine which charted minima apply.

Table 2: Approach Planning Minima

Type Of Approach Planning Minima

Cat III Cat I

Cat ll Cat I plus 100ft DA / 300m RVR or Visibility

Cat I Non-Precision or circling approach

Non-Precision Approach Circling or non-precision plus 200ft MDA / 1,000m visibility

Circling or Cloud Break Circling MDA plus 200ft / 1,000m Visibility

Note: The above table applies to ALL takeoff, En-Route and Landing Alternates for weather criteria forecast for the period 1 hour before and after the intended use.



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10.4.5 Determination of Visibility

1. The PIC of Aeronexus Corporate flights shall obtain the prevailing visibility at the necessary aerodromes through the use of Runway Visual Range (RVR) / Visibility Reports issued by:

a. Meteorological reports prepared by organisations affiliated with the World Meteorological Organisation;

b. Aerodrome Terminal Information Service (ATIS);

c. Aerodrome Control Tower Reports, and

d. PIC observations.

2. The PIC shall not convert meteorological visibility to RVR when calculating takeoff minima or when a reported RVR is available.

3. When converting meteorological visibility to RVR in all other circumstances than those in the paragraph above, The PIC shall ensure that Table 3 is used.

Table 3: Conversion of Visibility to RVR

Lighting Elements In OperationRVR = Reported Met. Visibility x

Day Night

Hi approach and runway lighting 1.5 2

Any type of lighting installation other than above 1 1.5

No Lighting 1 Not applicable

10.4.6 Operating Minima

1. Unless authorised by the DCA for operations to Category II and III minima on landing, and for “low visibility” departures, Aeronexus Corporate aircraft shall be restricted to Category I operations as outlined in the following paragraphs. Specific minima for particular combinations of approach aid, runway and lighting shall normally be as contained in the Jeppesen Manuals for the aerodrome concerned or, if required, as stated in the PIC’s flight brief.

2. Departure minima for a given aerodrome shall be not less than those for landing for the same aerodrome unless a takeoff alternate aerodrome is available which meets all the relevant landing minima and performance requirements for the aircraft type. If there is a requirement to see and avoid obstacles on departure and / or for a forced landing, a cloud ceiling shall be specified in addition to the RVR / visibility. Minima in this case shall be high enough to ensure that there is sufficient guidance to enable the aircraft to be controlled in the event of both a takeoff in adverse circumstances and a continued takeoff after failure of the critical power unit.

10.4.6.1 Takeoff Minima: General

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

2. The PIC shall not commence the takeoff unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable takeoff alternate aerodrome is available. The takeoff alternate shall be as stipulated in this Section.

3. When the reported meteorological visibility is below that required for takeoff and RVR is not reported, a takeoff shall only be commenced if the PIC can determine that the RVR visibility along the takeoff runway is equal to or better than the required minimum.



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4. When no reported meteorological visibility or RVR is available, takeoff shall only be commenced if the PIC can determine that the RVR visibility along the takeoff runway is equal to or, better than the required minimum.

10.4.6.2 Takeoff Minima: Visual Reference

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

10.4.6.3 Takeoff Minima: Required RVR / Visibility

Whenever weather conditions at the aerodrome of departure are not greater than landing minimums and a takeoff alternate is available, a takeoff shall be made provided the aircraft is of multi-engine type, whose performance is such that, in the event of a critical power unit failure at any point during the takeoff, the aircraft can either stop or continue the takeoff to a height of 1,500 feet above the aerodrome while clearing obstacles by the required margins. RVR / visibility at the departure aerodrome are to be no less than in accordance with Table 4.

Table 4: Takeoff RVR / Visibility

Takeoff RVR / Visibility

Facilities RVR / Visibility

Nil (Day Only). 500m

Runway edge lighting and / or centerline marking. 250 / 300m (Note 1)

Runway edge and centerline lighting. 500 / 250m

Runway edge and centerline lighting and multiple RVR information. 250 / 300m (Note 3)

Note 1: For night operations at least runway edge and runway end lights are required.

Note 2: The reported RVR / Visibility value representative of the initial part of the takeoff run can be replaced by PIC assessment.

Note 3: The required RVR value shall be achieved for all of the relevant RVR reporting points with the exception given in Note 2 above.

1. For multi-engine aeroplanes whose performance is such that they cannot comply with the performance conditions provided above in the event of a critical power unit failure, there may be a need to re-land immediately and to see and avoid obstacles in the takeoff area. Such aeroplanes shall be operated to the following takeoff minima provided they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at height specified. The takeoff minima established by Aeronexus Corporate shall be based upon the height from which the one engine inoperative net takeoff flight path can be constructed. The RVR minima used shall not be lower than either of the values given in Table 5 above or Table 6 below.

Table 5: Assumed Engine Failure Height Above The Runway Versus RVR/ Visibility

Takeoff RVR / Visibility – Flight Path

Assumed Engine Failure Height Above The Take-off Runway RVR / Visibility (Note 2)

<50 ft 200m

51 – 100ft 300m

101 – 150ft 400m



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151 – 200ft 500m

200 – 300ft 1,000m

> 300ft 1,500m (Note 1)

Note 1: 1,500m is also applicable if no positive takeoff flight path can be constructed

Note 2: The reported RVR / visibility value representative of the initial part of the takeoff run can be replaced by PIC assessment.

1. When reported RVR, or meteorological visibility is not available, the PIC shall not commence takeoff unless he or she can determine that the actual conditions satisfy the applicable takeoff minima.

2. When the reported meteorological visibility is below that required for takeoff and RVR is not reported, a takeoff shall only be commenced if the PIC can determine that the RVR / visibility along the takeoff runway is equal to or better than the required minimum. The PIC is allowed to determine the RVR/visibility by whatever means he/she feels is appropriate to aerodrome and local conditions, i.e. counting visible runway lights, viewing distant objects from the end of the runway or by other means.

3. When no reported meteorological visibility or RVR is available, a takeoff shall only be commenced if the PIC can determine that the RVR / visibility along the takeoff runway is equal to or better than the required minimum. The PIC is allowed to determine the RVR / visibility by whatever means he / she feels is appropriate to aerodrome and local conditions, i.e. counting the number of visible runway lights, viewing distant objects from the end of the runway or any other means.

10.4.7 Approaches

1. AXS shall use the electronic version of Jeppesen Approach Charts for planning all approaches. Refer to Appendix D for Apple iPad procedures.

2. The following approaches may be conducted on Aeronexus Corporate flights:

a. Non-precision Approaches;

b. Precision Approaches;

c. Circling Approaches, and

d. Visual Approaches.

10.4.7.1 Approach Briefing

1. The PIC shall ensure that an approach briefing shall be conducted prior to entering the critical phase of flight, when workload is at a minimum. In most cases, this shall be accomplished prior to top of descent. If the assigned approach changes, the PIC shall brief the new approach prior to accomplishing it.

2. The approach briefing shall consist of the following items which shall be verified / cross-checked by both pilots:

a. Approach name and runway;

b. Approach chart date;

c. Primary Navaid frequency;

d. Final approach course;

e. Final approach verification altitude;



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f. MDA / MAP;

g. TDZ;

h. Highest MSA;

i. Missed approach;

j. Required visibility;

k. Review of special procedures and callouts;

l. Any applicable special considerations such as:

i. Unique airport advisory approach information;

ii. Unique noise abatement procedures, and

iii. Unique engine failure during missed approach procedures.

m. Significant terrain or obstacles in the terminal area relative to approach routing;

n. Significant weather conditions, and

o. Any other known risks and intentions.

Note: Pilots shall review the airport diagram and anticipated taxi route.

10.4.8 Non-precision Approach

10.4.8.1 System Minima

The PIC shall ensure that system minima for non-precision approach procedures, which are based upon the use of ILS without glide-path (LLZ only), VOR, NCB, SRA and VDF are not lower than the MDH values given in Table 6.

Table 6: System Minima for Non-Precision Approach Aids

System MinimaFacility Lowest MDH

ILS (no glide path – LLZ) 250ft*SRA (terminating at 0.5 NM) 250ft*SRA (terminating at 1 NM) 300ft*SRA (terminating at 1 NM) 350ftVOR 300ftVOR / DME 250ftNDB 300ftVDF (QDM and QGH) 300ft

*SRA – Special Rules Area

10.4.8.2 Minima Decision Altitude / Height (DA / DH)

1. The PIC shall ensure that the minimum descent height for a non-precision approach is not lower than either of the following:

a. The OCH / OCL for the category of aeroplane, or

b. The system minimum as contained in Table 6 above, or

c. Any State minima if applicable.



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10.4.8.3 Visual Reference

1. A Pilot shall not continue an approach below the Category 1 decision altitude / height unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the Pilot Flying:

a. Elements of the approach light system;

b. The threshold;

c. The threshold markings;

d. The threshold lights;

e. The threshold identification lights;

f. The visual glide slope indicator;

g. The touchdown zone or touchdown zone markings;

h. The touchdown zone lights;

i. Runway edge lights, or

j. Other visual references accepted by the DCA.

10.4.8.4 Required RVR

The minimum RVR for a non-precision approach depends on the MDH and on the approach lighting and runway lighting / marking available as shown in Tables 9, a, b, c and d inclusive, below. For night operations at least runway edge, threshold and runway end lights shall be on.

Table 7(a): RVR for Non-Precision Approach – Full Facilities

Non-Precision Approach Minima Full Facilities (Notes 1, 5, 6 and 7 applicable)MDH RVR / Aeroplane Category

A B C D250ft – 299ft 800m 800m 800m 1,200m300ft – 449ft 900m 1,000m 1,000m 1,400m450ft – 694ft 1,000m 1,200m 1,200m 1,600m

650ft and above 1,200m 1,400m 1,400m 1,800m

Table 7(b): RVR for Non-Precision Approach – Intermediate Facilities

Non-Precision Approach Minima Intermediate Facilities(Notes 2, 5, 6 and 7 applicable)MDH RVR / Aeroplane Category

A B C D250 ft – 299ft 1,000m 1,100m 1,200m 1,400m300 ft – 449ft 1,200m 1,300m 1,400m 1,600m450 ft – 694ft 1,400m 1,500m 1,600m 1,800m

650 ft and above 1,500m 1,500m 1,800m 2,000m



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Table 7(c): RVR for Non-Precision Approach – Basic Facilities

Non-Precision Approach Minima Basic Facilities (Notes 3, 5, 6 and 7 applicable)MDH RVR / Aeroplane

A B C D250ft – 299ft 1,200m 1,300m 1,400m 1,600m300ft – 449ft 1,300m 1,400m 1,600m 1,800m450ft – 649ft 1,500m 1,500m 1,600m 2,000m

650ft and above 1,500m 1,500m 2,000m 2,000m

Table 7(d): RVR for Non-Precision Approach – Nil Approach Light Facilities

Non-Precision Approach Minima Nil Approach Light Facilities (Notes 4, 5 and 7 applicable)

MDH RVR / Aeroplane

A B C D250ft – 299ft 1,500m 1,500m 1,600m 1,800m300ft – 449ft 1,500m 1,500m 1,800m 2,000m450ft – 649ft 1,500m 1,500m 2,000m 2,000m

650ft and above 1,500m 1,500m 2,000m 2,000m

Note 1: Full facilities comprise runway markings, 720m or more of HI / MI approach lights, runway edge lights, Threshold Lights And Runway End Lights. Lights Shall Be On.

Note 2: Intermediate facilities comprise runway markings, 420 - 719m of HI / MI approach lights, runway edge lights, threshold lights and runway end lights. Lights shall be on.

Note 3: Basic facilities comprise runway markings, < 420 m of HI / MI approach light, threshold light and runway end lights. Lights shall be on.

Note 4: Nil approach-light facilities comprise runway markings, runway edge and runway end lights. Lights shall be on.

Note 5: The tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4º. Greater descent slopes will usually require that the visual slope guidance (e.g. PAPI) is also available at the Minimum Descent Height.

Note 6: The above figures are either reported RVR or meteorological visibility converted to RVR as in Table 10 below.

Note 7: The MDH mentioned in Tables 4(a), 4(c) and 4(d) refers to the initial calculation for MDH, when selecting the associated RVR, there is no need to take account of a rounding up to the nearest ten feet, which may be done for operational purposes, e.g. conversion to MDA.

10.4.9 Night Operations

For night operations at least runway edge, threshold and runway end lights shall be on.

10.4.10 Precision Approach – Category I and Category II & III Operations

10.4.10.1 General

A Category I operation is a precision approach i.e. an instrument approach conducted with the use of an electronic glide slope, (i.e. ILS type approach) Category I ILS approaches provides for an approach to a decision height of not lower than 200 feet AGL and a visibility of not less than 600m or RVR of not



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less than 550m. Aeronexus Corporate currently holds Category II & III approval. The policies and procedures are fully described in the Low Visibility Operations Manual document ANX/OPS/LVO/02

10.4.10.2 Decision Height

1. The decision height to be used for a Category 1 precision approach shall not be less than the following criteria:

a. The minimum decision height specified in the aeroplane flight manual (AFM) if stated;

b. The minimum height to which the precision approach aid can be used without the required visual reference;

c. The minimum DH in the aeroplane Flight Manual (AFM), if stated;

d. The OCH / OCL for the category of aeroplane or 200ft, and

e. Any State minima if applicable.

10.4.10.3 Visual Reference

1. A Pilot shall not continue an approach below the Category I decision height, determined in accordance with paragraph 4.10.2 above, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the Pilot:

a. Elements of the approach light system;

b. The threshold;

c. The threshold markings;

d. The threshold lights.

e. The threshold identification lights;

f. The visual glide slope indicator;

g. The touchdown zone or touchdown zone markings;

h. The touchdown zone lights, or

i. Runway edge lights.

10.4.10.4 Required RVR

1. The minimum RVR is governed by the DH and the approach lighting and runway lighting / marking available as shown in Table 10 below. For night operations at least the runway edge, threshold and runway end lights shall be on. The lowest minima to be used by a Pilot for Category I operations are given in Table 8.

Table 8: RVR for CAT I Approach Vs. Facilities and DH

CATEGORY I MINIMA

DECISION HEIGHT(Note 7)

FACILITIES / RVR (Note 5)Full(Notes 1 & 6)

Intermediate(Notes 2 & 6)

Basic(Notes 3 & 6)

Nil(Notes 4 & 6)

200ft 550m 700m 800m 1,000m

210-250ft 600m 700m 800m 1,000m

251-300ft 650m 800m 900m 1,200m

301ft and above 800m 900m 1,000m 1,200m



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Note 1: Full facilities comprise runway markings, 720m or more of HI / MI approach lights, runway edge lights, threshold lights and runway end lights. Lights shall be on.

Note 2: Intermediate facilities comprise runway markings, 420 – 719m of HI / MI approach lights, runway edge lights, threshold lights and runway end lights. Lights shall be on.

Note 3: Length of LI approach lights. Lights shall be on.

Note 4: Nil approach-light facilities comprise runway markings, runway edge lights, threshold lights and runway end lights.

Note 5: The tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4º. Greater descent slopes will usually require that the visual slope guidance (e.g. PAPI) is also available at the Minimum Descent Height.

Note 6: The above figures are either reported RVR or meteorological visibility converted to RVR or meteorological visibility converted to RVR as in Table 10 above.

Note 7: The MDH mentioned in Table 9(a), 9(b) and 9(d) refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of rounding up to the nearest ten feet, which shall be done for operational purposes, e.g. conversion to MDA.

10.4.10.5 Night Operations

For night operations at least runway edge, threshold and runway end lights shall be on.

10.4.11 Circling Approach

1. Circling is the term used to describe the visual manoeuvring of the aeroplane in a phase of an instrument approach required to position or to align an aeroplane for landing on a runway which is not suitably located for a straight-in approach or when a straight-in landing from an instrument approach is not possible or is not desirable.

2. This manoeuvre is made only after ATC authorisation has been obtained and the PIC has established required visual reference to the airport.

3. Circling approaches shall only be carried out by pilots on Aeronexus Corporate flights provided:

a. All circling approaches shall comply with the minima as stipulated for a Landing Category C aircraft as indicated on the Jeppesen approach chart;

b. The visibility at the aerodrome in use shall be no less than 1,600m;

c. No Pilot shall carry out a visual circling approach unless the weather conditions allow him / her at all times to see an identifiable part of the aerodrome to which the approach is being made, and

d. Descend below the MDA shall only be commenced when established on final for runway of intended use with the aircraft in the landing configuration and a safe landing assured.

4. The minimum DH / DA and visibility for circling approaches shall be as indicated in Table 9.

Table 9: Visibility and MDH for Circling Vs Aeroplane Category

Aeroplane CategoryA B C D

MDH 400ft 500ft 600ft 700ft

Minimum meteorological visibility 1,500m 1,600m 2,400m 3,600m

Note: Circling with prescribed tracks is an accepted procedure within the meaning of this paragraph.



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5. In cases where no runway specific circling approach minima are published, crews are to circle at 1,500ft with visibility of 5km or greater unless high terrain precludes this. If terrain is considered limiting, descent below the Minimum Sector Altitude shall only be carried out under VMC conditions.

6. Aircraft operating under IFR during all circle-to-land manoeuvres are required to remain clear of clouds. If visual reference to the airport is lost while conducting a circle-to-land manoeuvre the missed approach procedure specified for the applicable instrument approach shall be followed, unless an alternate missed approach procedure is specified by the ATC.

7. No Pilot shall carry out a visual circling approach in an aeroplane unless the weather conditions allow him / her at all times to see an identifiable part of the runway environment to which the approach is being made.

8. The Pilot Flying shall not descend below the circling Minimum Descent Altitude until s / he is turning base leg and the PIC is satisfied that the PF can continue the approach to land whilst maintaining the required visual reference.

9. It shall be emphasized that when a landing straight ahead cannot be effected from a direct instrument approach procedure, external visual reference shall be established at the MDA specified for the circling approach and not at the MDA prescribed for the direct approach.

10. Where the let-down aid is not situated in line with the runway the PF shall not descend below the Minimum Descent Altitude for circling until, with the required visibility and having completed the appropriate manoeuvre(s) to position him / herself on final approach for the runway in use, s / he is satisfied that s / he can thereafter continue his / her approach to an assured landing by continuous external visual reference.

11. In the event of a missed approach being necessary a climbing turn towards the aerodrome shall be made in order to carry out the specified missed approach procedure for the instrument approach used. In the RSA should a missed approach become necessary after turning final to a reciprocal runway, a climb should be initiated towards the instrument approach beacon used prior to the circling manoeuvre. In other countries contact the ATC for missed approach instructions.

12. Circling visibility minima shall not be lower than straight-in visibility minima.

10.4.12 Visual Approach

1. A Pilot shall not carry out visual approaches unless:

a. Day - Clear of cloud and RVR / visibility is no less than 5,000m;

b. Night- Night visual approaches are prohibited except at when:

i. The approach is commenced in VMC from overhead the aerodrome;

ii. The visibility is greater than 10 kilometers, and

iii. The approach can be completed in VMC.

2. A visual approach shall only be requested or accepted if:

a. The PIC has the airfield in sight and shall be able to keep it in sight throughout the approach. There should be no chance of the PIC losing sight of the airfield from when clearance for the approach have been requested and given by the ATC.

b. The aircraft is within 25 miles of its destination. This is because the MSA, as published for any airport, is only valid for a distance of up to 25 miles from the aerodrome reference point.

3. Once clearance for a visual approach has been given the aircraft shall be flown so that it remains within controlled airspace. From this point onwards the PIC shall be responsible for his / her own terrain clearance, but the ATC shall continue to be responsible for the traffic separation from all traffic within that controlled airspace.



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4. Where a PIC loses sight of the runway, or runway lights during a night approach, or arrives at 1,000 ft RA with excess energy (altitude and / or speed), a go-around shall be mandatory.

5. Where ILS guidance is available, it is mandatory that localizer and glide slope information is used and followed throughout the visual approach. Visual guidance (VASI / PAPI), if contradictory, shall be disregarded.

6. For night visual approaches, the crew shall have the landing runway clearly in sight prior to requesting, or accepting, a visual approach. The PIC should be aware of the visual illusions of the “black hole effect” when conducting night visual approaches, particularly the effect of runway slope. For this reason the autopilot should be utilized wherever possible.

7. The PIC shall decide whether a visual approach is desired / acceptable. PIC’s shall use the most precise navigation and visual approach aids available. When a visual approach is planned in night VMC, or whenever IMC might be encountered on approach, an instrument approach shall be prepared and briefed as a backup.

8. After being cleared for a visual approach, the PIC shall comply with the controller’s instructions for vectors toward the airport of intended landing or to visually follow a preceding aircraft while maintaining visual contact with the airport, or the preceding aircraft and proceed clear of clouds.

Note 1:PIC’s shall advise ATC immediately if unable to:

a. Follow the preceding aircraft;

b. Cannot remain clear of clouds, or lose visual contact with the airport, and

c. Establish a safe landing interval behind the preceding aircraft and assume responsibility for wake turbulence separation.

Note 2: Radar service is automatically terminated when changing to an advisory frequency. There may be other traffic in the pattern and the landing sequence may differ from the traffic sequence assigned by approach control (if available).

10.4.13 Glideslope Requirements in VMC Conditions

1. The procedure depicted in Table 10 is recommended for the use of the glideslope in VMC.

Table 10: Glideslope Requirements in VMC

If the electronic Glideslope…....available ….Then fly at or above the…

IS

..…electronic glide slope between glide slope interception and the middle marker.

….Visual glide slope (VASI / PAPI) from middle marker to runway threshold. If visual guidance is not available, maintain constant approach angle from the middle marker to the 1,500 ft. touchdown point.

IS NOT….Visual glide slope (VASI / PAPI) until crossing the runway threshold. Ifvisual guidance is not available, maintain an approximate 300 ft / min glidepath from 1,000ft. AFE.



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Note: Normal bracketing manoeuvres above or below the glide slope (conducted for the purpose of remaining on the glide slope) are permitted.

10.4.14 Stabilised Approaches

1. An approach is considered to be stabilised when ALL of the following conditions exists:

a. The aircraft is tracking on the approach path (i.e. LLZ and GP for ILS approach);

b. ±10º of runway centre line;

c. ± 20º from runway heading;

d. The required landing configuration is established;

e. The required approach attitude is established;

f. Speed no less than Vref and not greater than Vref + 20kts allowing for transitory conditions;

g. Stable rate of descent: <1,000ft per minute rate of descent;

h. 1,000ft or below AAL;

i. On the visual glide path (PAPI, VASI if available);

j. Corresponding power settings established with engines spooled up, and

k. Aircraft is appropriately trimmed.

Note: If ANY ONE of the above conditions is not established, the approach is NOT STABILISED!!

3. It is essential that every approach shall be stabilised early enough for the PIC’s to be able to detect wind shear or other unacceptable deviations from the correct flight profile. For this reason, the following limitations apply to all approaches:

a. IMC: Approaches shall be fully stabilised at the final approach speed and in the final landing configuration when leaving 1,500ft AAL or the outer marker, whichever occurs later.

b. VMC: Approaches shall be fully stabilized at the final approach speed and in the final landing configuration not later than 800ft AAL.

3. It is recommended that the aircraft is configured for the landing well before reaching 500 feet to ensure a stabilized approach. Thrust shall be appropriate for speed and configuration. Although an IDLE thrust may be temporarily present at the required stabilization point 500 ft or below, it may be safe to continue the approach if the aircraft is stabilized on the correct vertical path and correct approach speed and if the PIC judges that the expected thrust variations will not destabilize the approach later on.

4. Deceleration to final approach speed shall be started in due time so that stabilisation is achieved before or at the prescribed point.

5. In gusty weather, attention is required to maintain speed and attitude control.

6. Should the aircraft not be stabilised for the approach as per paragraph 4.14.2.a. and 4.14.2.b above, overshoot procedures as per the applicable and briefed missed approach procedures shall be initiated. If the aircraft is not stabilized on passing 500ft a go-around shall be mandatory.

7. The criteria provided in Table 11 should be applied when aircraft is not in a stabilized approach condition / position.



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Table 11: Stabilised Approach Criteria

If... and in... then...

at or below 1,000ft. AFE

IMC ….the first pilot recognizing an unstable condition calls“unstabilized” and the PF performs the go around.

VMC

….compliance with the flight parameters shown in paragraph4.14.1 above (not rate of descent) may be delayed until 500ftAFE as long as the deviation is verbalized.(E.g., “slightly high-correcting”, etc.).

at or below500ft. AFE VMC ….the first pilot recognizing unstable condition calls

“unstabilized” and the PF performs the go around.

8. Stabilised criteria and missed approach procedures shall be included in the pre-approach briefing.

Note 1: During all approaches, it is mandatory to use the radio facilities for the runway including ILS when available, even during visual contact approach in good weather conditions.

Note 2: When an aircraft is landing in a non-standard abnormal configuration, consideration should be given to aircraft preparation and stabilization at an earlier than normal position in the approach pattern.

Do not attempt to land from an unstabilized approach. The decision to go around is not an indication of poor performance, but rather of good judgment.

10.4.15 Monitored Approach

10.4.15.1 Definition of monitored approach

A monitored approach is a procedure whereby one pilot controls the aeroplane solely with reference to instruments throughout the approach and landing. The other pilot monitors the overall situation and takes over control of the aeroplane when satisfied that s / he can make a safe landing.

10.4.15.2 Monitored approach: General

1. If a monitored-approach is required the briefing shall include a brief review of the monitored approach procedure and standard call-outs.

2. The monitored-approach procedure is to be used for precision approaches when the reported landing airfield weather is below 500 feet cloud base and / or visibility is less than 2,000m and for all non-precision approaches.

3. The monitored-approach procedure is suitable for all precision and non-precision approaches. Duties regarding use of windshield wipers, rain repellent, ice protection and landing lights should be delegated. It is recommended that landing lights not be used in fog conditions.

4. All approach preparations shall be completed prior to arrival in the terminal area but preferably before commencing descent.

10.4.15.3 Monitored approach: Descent, Holding and Initial Approach Procedures

1. The use of the autopilot for all monitored approaches is highly recommended. The co-pilot shall normally act as the Pilot Flying (PF) throughout these phases, making all AFDS / MCP / CDU / TMSP selections and FMA callouts.



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2. The aircraft shall be handed over to the control of the co-pilot not later than turning on to the intercept heading of the final-approach course, but preferably from top of descent. The PIC, being the Pilot Monitoring (PM), shall be responsible for monitoring the instruments, aircraft progress, approach charts, ATC instructions, and approach aid status and weather reports.

3. He / She shall also be responsible for all VHF frequency changes and facility identification where required. On request from the co-pilot, He / She shall make flap and gear selections. All crew members shall monitor ATC radio transmissions.

Note: The following procedures assume a normal line crew. Where a PIC is undergoing route training / supervision, the procedure remains the same when the PIC (the training or supervisory PIC) is occupying the right hand seat. The minimum experience levels required for Category II / III approaches apply to the training or supervisory PIC in this case. The PIC under supervision (PICUS) has completed the Cat II / III training and is thus competent to carry out the required procedures.

10.4.15.4 Final Approach (Precision)

1. The PIC shall monitor the progress of the aircraft on the flight instruments as well as looking out for visual cues. S / he shall assess the situation and decide whether to land or order the co-pilot to carry out a missed approach.

2. In order to be "in the loop" prior to assuming control, the PIC shall place his / her hands and feet lightly on the controls. It is recommended that this should be done prior to passing 500ft. S / he shall resist any temptation to fly the aircraft until s / he takes over as the PIC flying.

3. The PIC shall make no reference to the visual cues acquired prior to reaching DA / (H).

4. The co-pilot shall control the aircraft with reference to flight instruments down to DA / (H) and remain head down on instruments until touchdown.

5. At 100 feet above the DA / (H) the Co-pilot shall call – “APPROACHING MINIMUMS” - or, on types so equipped, the auto call-out – “MINIMUMS” – shall be made. The PIC shall respond –“CHECKS” - and start searching for visual cues.

6. At DA / (H) the co-pilot shall call – “MINIMUMS” - or, on types so equipped, the auto call-out –“MINIMUMS” - shall be made. The PIC shall IMMEDIATELY respond – “CONTINUING” - if s / he has the required visual reference and the aircraft is in a suitable position for her / him to carry out a safe landing, or – “GO AROUND” - if insufficient or no visual reference is available or if the aircraft is not in a suitable position for landing.

7. It should be clearly understood that DA / (H) is the lower limit of a decision zone starting some tens of feet above. The PIC should come to this zone with no pre-conceived judgment and should make his / her decision according to the quality of the approach and the way visual references have developed as DA / (H) is approached.

8. If the required visual reference has not been established prior to passing DA / (H), a go-around shall be executed. A go-around shall also be initiated if, after passing DA / (H), visual cues are lost or a reduction in visual cues occur which prevent the PIC from continuing to verify that the aircraft is in a position which shall permit a successful landing in the touchdown zone.

9. At any time during the approach, should he/she deems it necessary, the PIC shall instruct the co-pilot to initiate a missed approach by calling out – “GO AROUND”.

10. In the absence of a – “LANDING” - or – “GO AROUND” - response by the PIC, on reaching DA / (H) the co-pilot shall immediately call out – “GOING AROUND” - and initiate the missed approach.

11. The PIC’s response – “LANDING” - indicates to the co-pilot that s / he has assessed the situation as suitable to carry out a safe landing and is assuming control of the aircraft.

12. The co-pilot moves his/her hands from the control column and thrust levers and remains head down on instruments monitoring for any deviation from the localizer and glide slope. Should any



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event require a go-around after hand over, the PIC (then the PF) shall call out “GOING AROUND” and initiate the go-around procedure. The co-pilot (then the PM) shall then carry out the flap and gear selections at the PIC's request.

13. Regardless of which pilot initiates the go around; the PF remains responsible for thrust management and FMA call-outs.

10.4.16 Missed Approach

1. A PIC shall execute a missed approach, go-around or overshoot procedure when in any of the following conditions:

a. Arrival at the MAP or DH and visual reference to the runway environment is insufficient to complete the landing;

b. Aircraft not stabilized for the approach (Refer paragraph 4.14.2.a. and 4.14.2.b;

c. A safe landing is not possible;

d. Instructed by ATC;

e. Reduced separation behind another aircraft on approach, and

f. Any distractions.

2. The PIC shall advise ATC when a missed approach is executed and include the reason for the missed approach unless initiated by ATC. The PIC shall comply with the Instrument Approach Procedure missed approach instructions unless ATC clears otherwise.

Note: Radar vectors issued by ATC shall supersede the published missed approach procedure.

3. The following procedures shall be followed when executing a missed approach:

a. Prior To Reaching MAP or OH

b. If executing the missed approach, continue the instrument procedure to the MAP at an altitude at or above the MDA or DH before executing the turn.

c. From a Radar Approach

d. Execute the missed approach procedure previously given or climb to the altitude and fly the heading specified by the controller.

e. After A Missed Approach

f. The PIC shall request clearance for specific action (e.g., another approach, holding, proceed to alternate airport, etc.).

10.4.17 Commencement and Continuation of Approach (Approach Ban)

1. The approach ban differs from country to country and also depends on the type of approach. The following applies to Aeronexus Corporate (unless the State’s approach ban is more restrictive, in which case the state approach ban applies).

2. In the absence of any approach aid, descent below MEA or MORA shall be conducted in VMC only, unless under radar vectors after positive radar identification.

3. The PIC or the Pilot to whom conduct of the flight has been delegated shall commence an instrument approach regardless of the reported RVR / Visibility but the approach shall not be continued beyond the outer marker, or equivalent position (see Note below), if the reported RVR / Visibility is less than the applicable minimum.

4. Where RVR is not available the PIC shall derive an RVR value, for non-precision and Category I approaches only, by converting the reported visibility in accordance with Table 4: Conversion of Visibility to RVR.



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5. Where no outer marker or equivalent position exists, the PIC or the Pilot to whom conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1,000ft above the aerodrome on the final approach segment. If the MDA / H is at or above 1,000ft above the aerodrome, the approach shall not be continued below this height if the RVR / Visibility is less than the applicable minima.

6. If, after passing the outer marker or equivalent position the reported RVR / Visibility falls below the applicable minimum, the approach shall be continued to DA / H or MDA / H.

7. A PIC may continue the approach below DA / H or MDA / H and the landing may be completed provided that the required visual reference is established at the DA / H or MDA / H and is maintained. The PIC shall be required to assess the visual conditions and if the minimum required visual reference in his / her opinion has been established at the decision height or MDA and can be maintained, s / he may continue the approach and land. If at the decision height or MDA, the visibility is considered inadequate for a safe landing, the go-around procedure shall be carried out.

8. The touch-down zone RVR (and mid-point for CAT II / III) is always controlling. If reported (Note 3) and relevant (Note 4), the midpoint and stop-end RVR are also controlling. The minimum RVR value for midpoint is 125m or the RVR required for touch-down zone if less, and 75m for the stop-end. For aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75m.

Note 1: The equivalent position referred to in (a) above can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other fix that independently establishes the position of the aeroplane.

Note 2: Where a State Approach Ban is more restrictive, the State Approach Ban applies.

Note 3: If mid-point and / or stop-end RVR’s are not reported or transmissometers are unserviceable, Category I ILS and Non-precision approaches shall be conducted with touch-down RVR only.

Note 4: “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots.

10.4.18 Landing

10.4.18.1 Aircraft Categories– Aeronexus Corporate

1. For minima purposes, aircraft are divided into five speed categories based on their nominal threshold speeds. These are defined as 1.3 times the stalling speed in the landing configuration or 1.23 times VS1G at maximum certified landing mass. The five categories are as follows and the particular category for each Aeronexus Corporate aircraft type will be stated in the FOM Part 2 for that specific aircraft type.

Table 12: Aircraft Category by Threshold Speed

CATEGORY THRESHOLD SPEED (KNOTS)A Less than 91B 91 to 120C 121 to 140D 141 to 165E 166 to 210

10.4.18.2 ‘Landing Callout’

1. The PF shall call “LANDING” when:



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a. The aircraft is cleared to land;

b. The aircraft is in position to land safely, and

c. The runway environment will remain in sight until touchdown.

Note: If either the PIC or PF has any doubts on the landing instructions, they shall contact ATC immediately.

10.4.18.3 Prior to the “LANDING” Callout

All approach callouts will be made in accordance with the procedures outlined in the FCOM. The PM will call out any visual cues associated with the runway (e.g., strobe / approach lights, threshold location – left / right / ahead) until the PF calls out “LANDING”.

10.4.18.4 After the “LANDING” Callout

1. The PM will continue to monitor instruments and call out any deviations that would prevent a safe landing, and revert to visual approach callouts.

2. The PIC shall ensure that Aeronexus Corporate flights shall not continue an approach below:

a. Minimum Descent Altitude / Height (MDA / MDH);

b. Decision Altitude / Height (DA / DH), or

c. Land if the cloud base or visibility is less than that shown on the Jeppesen Approach Chart for that approach.

10.4.19 Presentation and Application of Aerodrome and En-Route Operating Minima

10.4.19.1 En-Route Operating Minima for VFR Flights

1. The PIC of any aircraft operated by Aeronexus Corporate shall ensure that s / he complies with the minimum heights for VFR flights as required by the regulations.

a. The minimum heights for VFR flights are:

i. Over built-up areas or over an open-air assembly of persons at a height less than 1000 feet above the highest obstacle, within a radius of 2,000 feet from the aircraft;

ii. Elsewhere than specified in paragraph i. above, shall not be flown at a height less than 500 feet above the ground or water, unless the flight can be made without hazard or nuisance to persons or property on the ground or water, and

iii. Shall circle over or do repeated over-flights over an open-air assembly of persons at a height less than 3,000 feet above the surface.

b. Except when necessary for takeoff or landing, an aircraft shall by night, in IMC or when operated in accordance with IFR, be flown:

i. If within an area determined by the DCA, at a height of at least 1,000 feet above the highest obstacle within that area and in accordance with such procedure as the DCA may determine; or

ii. If elsewhere than in an area contemplated in paragraph i. above, at a height of at least 1,500 feet above the highest obstacle located within five nautical miles of the aircraft in flight.

c. In countries that have the required regulations in place, the PIC of the aircraft shall further



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comply with the requirements for VFR fights to take place as laid out below:

i. With the exception of a flight conducted under special VFR, a VFR flight will be conducted so that the aircraft is flown in conditions of visibility and distance from cloud equal or greater than those specified in the table below, and

ii. Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in Table 13 hereunder.

Table 13: VFR Distances from Cloud

Airspace Class B C,D

& E F, G

Above 900m (3,000ft) AMSL or above 300m (1,000ft) above terrain, whichever is the higher

At and below 900m (3,000 ft) AMSL or 300m (1,000ft) above terrain, whichever is the higher

Distance from cloud

Clear of cloud

1,500m horizontally 300m (1,000ft) vertically

Clear of cloud and in sight of the surface

Flight visibility

8 km at and above 3,050m (10,000ft) AMSL.5 km below 3,050m (10,000ft) AMSL. 5 Km (3nm). **

* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in lieu of 10,000 ft.

** When so prescribed by the appropriate ATS authority:

a. Lower flight visibilities to 1,500m may be permitted for flights operating:At speeds that, in the prevailing visibility, will give adequate opportunity to observe othertraffic or any obstacles in time to avoid collision; or

b. In circumstances in which the probability of encounters with other traffic would normally be low, e.g. in areas of low volume traffic and for aerial work at low levels.

10.4.19.2 Operating Minima for VFR Flights or VFR Portions of a Flight

The PIC shall ensure that VFR flights are conducted in accordance with the visual flight rules and a special VFR flight is not commenced when in a visibility of less than 3 km and not continued in a visibility of less than 1.5 km. The minimum RVR for a visual approach shall be 900 metres.

10.4.19.3 Special VFR Requirements

1. Flights under a Special VFR clearance shall only be conducted under the conditions specified hereunder.

a. A PIC shall conduct special VFR operations in weather conditions below the conditions described in paragraph 4.6 within a control zone;

b. Under the terms of an air traffic control clearance;

c. By day only;

d. Clear of clouds, and

e. With a ceiling of at least 600 feet and visibility of at least 1,500 m;



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2. In an aircraft equipped with two-way radio equipment capable of commutation with an air traffic service unit on the appropriate frequency; and if leaving the control zone, accordance with instructions issued by an air traffic service unit prior to departure.

3. Notwithstanding the regulations in paragraph 4.19.3.1.a and 4.19.3.1.b. above the PIC of Aeronexus Corporate aircraft shall fly at the minima so regulated in a foreign state if such minima are higher than the SACAA requirements.

10.4.20 Airport Operating Minima

10.4.20.1 Presentation

1. Specific minima for a given aerodrome shall normally be as shown in the commercial en-route guide used by Aeronexus Corporate. If the guide does not contain such information for a particular aerodrome, details shall be included in the PIC’s flight brief.

2. For precision approaches, minima are listed in terms of Decision Height (or Decision Altitude when QNH is used as the landing altimeter setting) and RVR. For non-precision approaches, minima are listed in terms of Minimum Descent Height (or Altitude for QNH settings) and RVR.

3. For circling approaches, the Minimum Descent Height / Altitude shall be shown together with a minimum in-flight visibility (IFV). Approach and landing operations are not authorised when airport visibility is reported to be below 800 metres unless RVR reporting is available for the runway of intended use.

10.4.20.2 Application

1. Aerodrome operating minima as presented in the Jeppesen Route Manuals shall be used as long as they do not conflict with the basic minima as presented under paragraph 4.19.4.

2. An Aeronexus Corporate PIC shall not operate to minima which are lower than those published in the Jeppesen en-route guide, calculated in accordance with paragraph 4.19.4.1 and 4.19.4.2 above, or notified by the state which controls the aerodrome in question.

3. A PIC may nevertheless elect to operate to higher minima than those established by any of these means if he/she considers that under the circumstances of the flight to do otherwise might compromise the safety of his / her aircraft or its passengers. Once the flight has started, the PIC shall be prepared to amend the intended minima for any aerodrome s / he is scheduled to use, in order to take account of any change in status of the relevant approach aids which occurs during the flight.

4. When selecting takeoff minima, the training standard of the crew shall be considered.

5. It is the responsibility of the PIC operating an Aeronexus Corporate aircraft to ensure that the more restrictive minima are applied.

10.4.20.3 Altitude Correction Table

1. Pressure altimeters are calibrated to indicate true altitude under ISA conditions.

2. In the case where the temperature is higher than ISA the true altitude shall be higher than the figure indicated by the altimeter and the true altitude will be lower when the temperature is lowerthan ISA.

3. The altimeter error may be significant under conditions of extremely low temperatures. Table 14 gives corrections to apply to indicated altitudes.



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Table 14: Altitude Correction Table

AerodromeTemp °C

ALTITUDE ABOVE ALTIMETER SOURCE ELEVATION (FEET)(NORMALLY DESTINATION ELEVATION)

200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000

0° 0 20 20 20 20 40 40 40 40 60 80 140 180 220

-10° 20 20 40 40 40 60 80 80 80 120 160 260 340 420

-20° 20 40 40 60 80 80 100 120 120 180 240 380 500 620

-30° 40 40 60 80 100 100 140 140 160 240 320 500 660 820

-40° 40 60 80 100 120 120 160 180 200 300 400 620 820 1020

-50° 40 80 100 120 140 140 200 220 240 360 480 740 980 1,220

Values to be added to Published Altitudes (feet)

10.4.21 Interpretation of Meteorological Information

1. All flight crew members are required to develop and maintain a sound working knowledge of the system used for reporting aerodrome actual and forecast weather conditions and of the codes associated with it.

2. Some of the more important codes, however, use lettered abbreviations which can become particularly significant when flight crews are attempting to assess weather conditions at a particular destination or alternate that will be above Company minima at the planned time of arrival.

3. Owing to the variability of meteorological elements in space and time to limitations of forecasting techniques and to limitations caused by the definitions of some of the elements, the specific value of any of the elements given in a forecast shall be understood by the recipient to be the most probable value which the element is likely to assume during the period of the forecast. Similarly, when the time of occurrence or change of an element is given in a forecast, this time shall be understood to be the most probable time.

4. The issue of a new forecast by a meteorological office, such as a routine aerodrome forecast, shall be understood to cancel automatically any forecast of the same type previously issued for the same place and for the same period of validity or part thereof.

5. Some of the codes (e.g. for wind velocity) use the same figures as the values being reported; thus, a wind blowing from 280 at 15kt is reported as “28015KT”. Some of the more important codes, however, use lettered abbreviations which can become particularly significant when aircrews are attempting to assess whether conditions at a particular destination or alternate will be above company minima at the planned time of arrival. The various codes are discussed briefly in the following paragraphs.

10.4.21.1 Actual Weather Reports (METAR’s)

1. METAR’s are routine actual weather reports and are compiled half-hourly or hourly at fixed times while the aeronautical meteorological station is open. They may include the following terms to clarify the codes used in reporting the various elements:

a. Horizontal Visibility.

When there is no marked variation in the visibility by direction, the minimum is given in metres. When there is a marked directional variation, however, the reported minimum will be followed by one of the eight points of the compass to indicate its direction (e.g. “4000NE”). If the minimum visibility is less than 1500m, and the visibility in another direction



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is more than 5000m, both the minimum and maximum values, and their directions will be given (e.g. “1400SW 6000N”). A code figure of “9999" indicates a visibility of 10km or more, while “0000" indicates that the visibility is less than 50m.

b. Runway Visual Range (RVR).

An RVR group has the prefix “R” followed by the runway designator, then an oblique stroke followed by the touch-down zone RVR in metres. If the RVR is assessed simultaneously on two or more runways, the RVR group will be repeated; parallel runways will be distinguished by the addition of L, C or R after the runway designator to indicate the left, central or right parallel runway respectively (e.g. “R24L/1100 R24R/1150"). When the RVR is greater than the maximum value which can be assessed, or more than 1,500m, the group will be preceded by the letter “P” followed by the lesser of these two values (e.g. “R24/P1500"). When the RVR is less than the minimum value which can be assessed, the RVR will be reported as “M” followed by the minimum value that can be assessed (e.g. “R24/M0050").

c. Cloud.

Up to four cloud groups may be included, in ascending order of their bases. Each group consists of three letters to indicate the amount (FEW = 1 to 2 oktas, SCT, or scattered = 3 to 4 oktas; BKN, or broken, = 5 to 7 oktas, and OVC, or overcast = 8 oktas) and three figures indicating the height of the base of the cloud layer in hundreds of feet above aerodrome level. Apart from significant convective clouds (CB = cumulo-nimbus; TCU = towering cumulus) cloud types are not indicated. Cloud layers or masses are reported such that the first group represents the lowest individual layer of any amount; the second group is the next individual layer of more than 2 oktas; the third group is the next higher layer of more than 4 oktas, and the additional group, if any, represents significant convective cloud, if not already reported (e.g. “SCT010 SCT015 SCT018CB BKN025").

d. CAVOK and SKC.

“CAVOK” will replace the visibility, RVR, weather and cloud groups when the visibility is 10km or more; there is no cloud below 5,000ft or below the highest MSA, whichever the greater, and no cumulo-nimbus; and there is no precipitation, thunderstorm, shallow fog or low, drifting snow. If any of these conditions are not met, but there is no cloud to report, the cloud group is replaced by “SKC” (sky clear).

e. Air Temperature and Dewpoint.

The air temperature and dewpoint are shown in degrees Celsius, separated by an oblique stroke. A negative value is indicated by an “M” in front of the appropriate digits (e.g. 10 / 03 or “01 / MOI”).

f. Pressure Setting.

The QNH is rounded down to the next whole millibar and reported as a four-figure group proceeded by the letter “Q”. If the QNH value is less than 1000 Mb’s, the first digit will be “O” (e.g. “Q0993").

g. Recent Weather.

Operationally significant weather which has been observed since the previous observation, but which was not current at the time of the present observation, will be reported using the standard present weather code preceded by the indicator “RE” (eg. “RETS”).

h. Windshear.

A windshear group may be included if windshear is reported along the takeoff or approach paths in the lowest 1600ft with reference to the runway in use. “WS” is used to begin the group as in the examples: “WS TKOF RWY20", “WS LDG RWY20".

i. Runway State.

When snow or other runway contamination is present, an eight figure group may be added at the end of the METAR.



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j. Trend.

A trend group is added when significant changes in conditions are forecast to occur during the two (2) hours following the time of observation. The codes “BECMG” (becoming) or “TEMPO” (temporarily) are used, and may be followed by a time group (in hours and minutes UTC) preceded by one of the indicators “FM” (from), “TL” (until) or “AT” (at). These are followed by the expected change using the standard codes (e.g. “BECMG FM 1100 250 / 35G50KT” or “TEMPO FM 0630 TL0830 3000 SHRA”). Where no such significant changes are expected, the trend group will be replaced by the word “NOSIG”.

k. DENEB.

The code word “DENEB” may be added to a METAR to indicate that fog dispersal operations are in progress. Information which is missing from the METAR may be indicated by the use of oblique strokes to replace the missing code figures / letters.

10.4.21.2 En-Route Meteorological Data

Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and 18:00 UTC and are normally available at least 9 hours before such times.

10.4.21.3 Wind Charts

Usually the wind charts listed in Table 15 are available and shall be used to determine the wind en-route and to the alternate(s).

Table 15: Wind Chart

PRESSURE SURFACE APPROX. ALTITUDE FLIGHT LEVEL

700 hPa 9,900 feet 100

500 hPa 18,300 feet 180

400 hPa 24,000 feet 240

300 hPa 30,100 feet 300

200 hPa 38,700 feet 390

10.4.21.4 Significant Weather Charts

1. Significant Weather Charts usually cover two layers, between

a. FL 100 - FL 250, and

b. FL 250 - FL 450.

2. Significant Weather Charts may show, as appropriate to the flight, significant en-route weather phenomena such as:

a. Thunderstorms;

b. Tropical cyclones;

c. Severe squalls;

d. Moderate or severe turbulence;

e. Moderate or severe icing;



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f. Type of clouds - particularly cumulonimbus type clouds;

g. Surface position of convergence zones;

h. Surface position of frontal systems;

i. Tropopause height;

j. Jetstreams, and

k. Information on the location and times of volcanic eruptions.

3. Significant Weather Charts shall be used to determine hazardous WX conditions en-route and to check route planning.

10.4.21.5 Aerodrome Weather Forecasts (TAF’s)

1. Aerodrome Weather Forecasts (TAF’s) are usually issued to describe the forecast conditions at an aerodrome covering a period of 9 to 24 hours. The validity periods of many of the longer forecasts may not start for up to 8 hours after the time of origin and the forecast details only cover the last 18 hours. The 9-hour TAF’s are updated and reissued every 3 hours, and those valid for 12 and 24 hours, every 6 hours. Amendments are issued as and when necessary.

2. A TAF may be sub-divided into two or more self-contained parts by the use of the abbreviation “FM” (from) followed by the time UTC to the nearest hour, expressed as two figures. Many of the groups used for METAR’s are also used in the TAF’s, but differences are noted below:

a. Validity Period.

Whereas a METAR is a report of conditions at a specific time, the TAF contains the date and time of origin, followed by the start and finish times of the validity period in whole hours UTC (e.g. “TAF LA 130600Z (date and time of issue) 0716 (period of validity 0700 to 1600 hours UTC).

b. Horizontal Visibility.

The minimum visibility only is forecast; RVR is not included.

c. Weather.

If no significant weather is expected, the group is omitted. After a change group, however, if the weather ceases to be significant, the abbreviation “NSW” (no significant weather) will be inserted.

d. Cloud.

When clear sky is forecast, the cloud group will be replaced by “SKC (sky clear). When no cumulo-nimbus, or clouds below 5,000ft or below the highest minimum sector altitude, whichever is the greater, is forecast, but “CAVOK” or “SKC” are not appropriate, the abbreviation “NSC” (no significant cloud) will be used.

e. Significant Changes.

In addition to “FM” and the time significant changes may be indicated by the abbreviation “BECMG” (becoming) or “TEMPO” (temporarily). “BECMG” is followed by a four-figure group indicating the beginning and ending of the period in which the change is expected to occur. The change in the forecast conditions is expected to be permanent, and to occur at an unspecified time within this period. “TEMPO” will similarly be followed by a four figure time group; it indicates a period of temporary fluctuations in the forecast conditions which may occur at any time during the stated period. The “TEMPO” conditions are expected to last less than one (1) hour in each instance, and in aggregate, less than half the period indicated.

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