All Weather Operations
South Africa
This manual is intended for training purposes only.
Copyright Signa Aviation Services (Pty) Ltd.
Revision 1.0
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Table of Amendments 2
Definitions 3
All Weather Operations (AWOPS) 7
Decision Making Process 7
Departure 7
En route 8
Destination 9
When do we need destination alternates? 10
Enhanced (Planning) Minima for en-route and Destination Alternates 10
AWOPS: Things to Remember 11
Fuel Requirements 12
Isolated aerodrome - ‘Island Holding’ 13
Source Documents 14
Revision Number 0.0 Revision Date 13/05/2017 1
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Table of Amendments
No. Source Subject Effective Date
1 Original AWOPS 13/05/2017
10
Revision Number 0.0 Revision Date 13/05/2017 2
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Definitions
Aerodrome operating minima: The limits of usability of an aerodrome for:
I. Take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions;
II. Landing in precision approach and landing operations, expressed in terms of visibility and/or runway
visual range and decision altitude/height (DA/H) as appropriate to the category of the operation;
III. Landing in approach and landing operations with vertical guidance, expressed in terms of visibility and/or
runway visual range and decision altitude/height (DA/H); and
IV. Landing in non-precision approach and landing operations, expressed in terms of visibility and/or runway
visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions.
All-weather operations: Any surface movement, take-off, departure, approach or landing operations in
conditions where visual reference is limited by weather conditions.
Alternate aerodrome: An aerodrome to which an aircraft may proceed when it becomes either impossible or
inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes include the
following:
I. Take-off alternate. An alternate aerodrome at which an aircraft can land should this become necessary
shortly after take-off and it is not possible to use the aerodrome of departure.
II. En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing an
abnormal or emergency condition while en route.
III. Destination alternate. An alternate aerodrome to which an aircraft may proceed should it become either
impossible or inadvisable to land at the aerodrome of intended landing.
Note - The aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Approach and landing operations using instrument approach procedures: Instrument approach and
landing operations are classified as follows:
I. Non-precision approach and landing operations. An instrument approach and landing which utilizes
lateral guidance but does not utilize vertical guidance.
II. Approach and landing operations with vertical guidance. An instrument approach and landing which
utilizes lateral and vertical guidance but does not meet the requirements established for precision
approach and landing [Link] approach and landing operations. An instrument approach
and landing using precision lateral and
III. vertical guidance with minima as determined by the category of operation.
Note.— Lateral and vertical guidance refers to the guidance provided either by:
a) a ground-based navigation aid; or
b) computer generated navigation data.
Categories of precision approach and landing operations:
Category I (CAT I) operation: A precision instrument approach and landing with:
a) a decision height not lower than 60 m (200 ft); and
b) with either a visibility not less than 800 m or a runway visual range not less than 550 m.
Category II (CAT II) operation: A precision instrument approach and landing with:
a) a decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft); and
b) a runway visual range not less than 300 m.
Revision Number 0.0 Revision Date 13/05/2017 3
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Category IIIA (CAT IIIA) operation: A precision instrument approach and landing with:
a) a decision height lower than 30 m (100 ft) or no decision height; and
b) a runway visual range not less than 175 m.
Category IIIB (CAT IIIB) operation: A precision instrument approach and landing with:
a) a decision height lower than 15 m (50 ft), or no decision height; and
b) a runway visual range less than 175 m but not less than 50 m.
Category IIIC (CAT IIIC) operation: A precision instrument approach and landing with no decision height
and no runway visual range limitations.
Note - Where decision height (DH) and runway visual range (RVR) fall into different categories of operation,
the instrument approach and landing operation would be conducted in accordance with the requirements of
the most demanding category (e.g. an operation with a DH in the range of CAT IIIA but with an RVR in the
range of CAT IIIB would be considered a CAT IIIB operation or an operation with a DH in the range of CAT II
but with an RVR in the range of CAT I would be considered a CAT II operation).
Approach ban point: The point from which an instrument approach shall not be continued below 300 m (1
000 ft) above the aerodrome elevation or into the final approach segment unless the reported visibility or
controlling RVR is above the aerodrome operating minima.
Categories of airplanes: The following five categories of airplanes have been established based on 1.3
times the stall speed in the landing configuration at maximum certificated landing mass:
Category A - less than 91 knots IAS
Category B - 91 knots or more but less than 121 knots IAS
Category C - 121 knots or more but less than 141 knots IAS
Category D - 141 knots or more but less than 166 knots IAS
Category E - 166 knots or more but less than 211 knots IAS
Ceiling: The height above the ground or water of the base of the lowest layer of cloud below 6 000 m (20
000 ft) covering more than half the sky.
Circling approach: An extension of an instrument approach procedure which provides for visual circling of
the aerodrome prior to landing.
Continuous descent final approach (CDFA): A technique, consistent with stabilized approach procedures,
for flying the final approach segment of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point
approximately 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre
should begin for the type of aircraft flown.
Decision altitude (DA) or decision height (DH): A specified altitude or height in the precision approach or
approach with vertical guidance at which a missed approach must be initiated if the required visual reference
to continue the approach has not been established.
Note - Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the
threshold elevation.
Revision Number 0.0 Revision Date 13/05/2017 4
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Final approach: That part of an instrument approach procedure which commences at the specified final
approach fix or point, or where such a fix or point is not specified,
a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or
b) at the point of interception of the last track specified in the approach procedure; and
ends at a point in the vicinity of an aerodrome from which:
1) a landing can be made; or
2) a missed approach procedure is initiated.
Final approach segment: That segment of an instrument approach procedure in which alignment and
descent for landing are accomplished.
Minimum descent altitude (MDA) or minimum descent height (MDH): A specified altitude or height in a
non- precision approach or circling approach below which descent must not be made without the required
visual reference.
Missed approach point (MAPt): That point in an instrument approach procedure at or before which the
prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle
clearance is not infringed.
Minimum sector altitudes/terminal arrival altitudes: Minimum sector altitudes or terminal arrival altitudes
are established for each aerodrome and provide at least 300 m (984 ft) obstacle clearance within 46 km (25
NM) of the navigation aid, initial approach fix or intermediate fix associated with the approach procedure for
that aerodrome.
Initial Approach Segment: The initial approach segment commences at the initial approach fix (IAF) and
ends at the intermediate fix (IF). In the initial approach, the aircraft has departed the en route structure and is
maneuvering to enter the intermediate approach segment. Aircraft speed and configuration will depend on
the distance from the aerodrome, and descent required. The initial approach segment provides at least 300m
(984 ft) of obstacle clearance in the primary area.
Intermediate Approach Segment: This is the segment during which the aircraft speed and configuration
should be adjusted to prepare the aircraft for final approach. For this reason, the descent gradient is kept as
shallow as possible. During the intermediate approach the obstacle clearance requirement reduces from
300m (984 ft) to 150m (492 ft) in the primary area, reducing laterally to zero at the outer edge of the
secondary area.
Note - Refer to figure 1.0
Adequate Aerodrome: An adequate aerodrome is an aerodrome which the operator considers to be
satisfactory, taking account of the applicable performance requirements and runway characteristics. In
addition, it should be anticipated that, at the expected time of use, the aerodrome will be available and
equipped with necessary ancillary services, such as ATS, sufficient lighting, communications, weather
reporting, navigation aids and emergency services.
Visual Meteorological Conditions (VMC): VMC are the atmospheric conditions required for a VFR flight
(Visual Flight Rules) flight. These conditions are expressed in terms of visibility, distance from cloud, and
ceiling. The following describes the minimum conditions:
- For Take-off, approach and landing: 5 km visibility and 1500 ft ceiling
- For en-route below 10 000 ft: 5 km visibility and a distance from cloud of 1500 m horizontally and 1000 ft
vertically
- For en-route at or above 10 000 ft: 8 km visibility and a distance from cloud of 1500 m horizontally and
1000 ft vertically.
Revision Number 0.0 Revision Date 13/05/2017 5
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Extended Diversion Time Procedures (ETDOs): This is used when an alternate aerodrome meeting the
distance criteria for a suitable take-off alternate is not available, the first available alternate aerodrome
located within the distance of the operator’s approved maximum diversion time considering the actual take-
off mass on the day must be used.
Figure 1.0. Approach Segments
Revision Number 0.0 Revision Date 13/05/2017 6
AWOPS
Awaiting Document
All Weather Operations Number
RSA
All Weather Operations (AWOPS)
Decision Making Process
Departure
Can we Take-Off?
Weather at/above take-off minima No Delay/Cancel
Yes
Can We Return to Land?
Weather at/above landing minima Proceed to en
Yes
for the approach to be flown at ETD? route
No:
Take-off Alternate required
Take-off alternate Requirements:
Weather at Take-off alternate must be
above landing minima for the approach If no take-off
to be flown from the ETA +/- 1 hour alternate can be
Yes found that meets
20 minutes for single engine aircraft this criteria, delay
1 hour at single engine cruising speed or cancel
for multi engine aircraft
Yes
Proceed to en route
Revision Number 0.0 Revision Date 13/05/2017 7
AWOPS
Awaiting Document
All Weather Operations Number
RSA
En route
An en route alternate is required if:
I. The failure of a critical system or engine will necessitate a diversion en-route (wether due to insufficient
fuel to continue to destination and alternate/s using normal fuel required, or due to performance
limitations)
II. When using a decision-point fuel-planning procedure
III. When engaged in ETDOs.
Will failure of critical system/engine
necessitate a diversion? No
Yes
Proceed to
landing flow chart
En route alternate required with
minima at/above alternate
planning minima
En route alternate planning minima
The forecast weather requirements for en-route alternates are the same as for the destination alternates.
Revision Number 0.0 Revision Date 13/05/2017 8
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Destination
Destination Weather?
Is the weather at destination VMC Yes
to MSA?
Two non-
intersecting
runways?
No
Alternate not
required for the Yes
flight. Flight
legal to depart
Destination Weather
Weather at/or above landing minima for the
approach to be flown at ETA +/- 1 hour?
Reference the landing minima on the Approach Two take-off
chart for the runway in use. The forecast weather No alternates
simply needs to be above landing minima for the required
runway in use (without any addition or
enhancement).
Alternates
Yes above alternate
planning minima
for ETA +/- 1
hour
One alternate required
Delay take-off or find other
alternate that meet alternate No Yes
planning minima requirements
Flight legal to depart
Revision Number 0.0 Revision Date 13/05/2017 9
AWOPS
Awaiting Document
All Weather Operations Number
RSA
When do we need destination alternates?
NO destination alternate is required (Part 121 and 135) if:
- The destination is isolated, as long as:
- Standard approach procedure is available from 2 hours before ETA, and,
- Weather forecast from 2 hours before ETA indicates:
- Cloud base 1000 feet above minima associated with the instrument approach procedure;
- Visibility is 5.5km or 4km more than minima, whichever is greater; OR
- Destination has the following weather and infrastructure:
- 2 parallel runways;
- Each runway has an operational straight in approach procedure;
- Weather from departure time to ETA + 1 hour is such that reasonable certainty exists that a landing may
be made under VMC.
TWO destination alternates are required (Part 91, 121 and 135) when:
- No weather forecast is available for the destination; or
- The weather is forecast for the destination is below minima.
ONE destination alternate for all other IFR flights
Enhanced (Planning) Minima for en-route and Destination Alternates
Approach and Landing Provisions Ceiling Visibility Conditions
Aerodromes supporting instrument Applicable aerodrome Applicable aerodrome
approach and landing operations, but not operating minima plus an operating minima plus an
supporting straight-in approach and increment of 400 feet. increment of 1500 meters.
landing operations to at least two runway
ends.
Aerodromes supporting straight-in Applicable aerodrome Applicable aerodrome
instrument approach and landing operating minima plus an operating minima plus an
operation to different suitable runways. increment of 200 feet. increment of 800 meters.
Aerodromes supporting a minimum of two For CAT II operations, at least For CAT II operations, a
instrument approach and landing 300 feet. prevailing visibility
operations to different suitable runways, For CAT III operations, at corresponding to a RVR of at
at least on of them of which shall be CAT least 200 feet. least 1200 meters.
II or III. For CAT III operations, a
prevailing visibility
corresponding to a RVR of
550 meters.
Revision Number 0.0 Revision Date 13/05/2017 10
AWOPS
Awaiting Document
All Weather Operations Number
RSA
AWOPS: Things to Remember
A take-off alternate is only required when the weather at the departure airfield is below landing minima. The
weather required for the take-off alternate is also landing minima.
Weather required for en route alternate is alternate planning minima.
Weather required for the destination alternate is alternate planning minima.
When weather at destination is below landing minima, the pilot is required to select two alternates.
Note - This entire decision making process applies only to the planning phase of the flight. Once the aircraft
has moved under its own power, the entire AWOPS planning process no longer applies.
Revision Number 0.0 Revision Date 13/05/2017 11
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Fuel Requirements
The minimum fuel for all flights is the sum of the following fuel quantities:
• Taxi
Includes fuel for APU (if applicable), to start engines and to taxi to the runway in use.
• Trip
Includes fuel:
- To take-off from aerodrome elevation to initial cruising level/altitude, taking into account the expected
departure routing;
- Cruise from top of climb to top of descent, including any step climb/descent;
- Fly from top of descent to the point where the approach is initiated, taking into account the expected
arrival procedure;
- Fly the approach and land at the destination.
• Contingency (the higher of the below)
- 5% of the planned trip fuel;
- As approved in the company operations manual when using en-route alternates; or
- As approved in the company operations manual based on a fuel consumption monitoring program; or
- No less than 5 minutes fuel at holding speed at 1500 feet above the destination aerodrome in standard
conditions.
• Alternate
Must be sufficient for:
- Missed approach from the MDA/DH at the destination aerodrome to missed approach altitude, flying the
compete missed approach procedure;
- Climb from missed approach altitude to cruising level/altitude;
- Cruise from top of climb to top of descent;
- Descent from top of descent to the point where the approach is initiated, flying the expected arrival
procedure;
- Executing an approach and landing at the destination aerodrome.
If two destination alternates are required, alternate fuel must be as above, but sufficient to proceed to
whichever alternate required the greater amount of fuel.
If a flight is operated with no destination alternate, an additional amount of fuel to hold for 15 minutes at 1500
feet above the destination aerodrome elevation in standard conditions must be carried.
• Additional
Additional is only required if the planned fuel is not sufficient to cover the possible failure of a power unit or
loss of pressurization, based not he assumption that such failure occurs at the most critical point along the
route, and therefore will not allow the airplane to:
- Descend as necessary and proceed to an adequate aerodrome;
- Hold there for 15 minutes at 1500 feet above the aerodrome elevation in standard conditions; and
- Fly an approach to land.
• Extra (Discretionary)
- At the discretion of the PIC
Revision Number 0.0 Revision Date 13/05/2017 12
AWOPS
Awaiting Document
All Weather Operations Number
RSA
• Final Reserve
- For reciprocating engines: fuel to fly for 45 minutes;
- For turbine engines: fuel to fly for 30 minutes at holding speed at 1500 feet above aerodrome elevation in
standard conditions.
In both cases, the final reserve fuel is calculated over the alternate aerodrome, or, if no alternate is used,
over the destination aerodrome.
Isolated aerodrome - ‘Island Holding’
The island holding procedure is used when the destination aerodrome is isolated and no alternates exist. In
such cases, additional fuel is carried to enable the pilot to manage the increased risk of not having an
alternate.
The amount of fuel at departure must include the sum of:
• Taxi
• Trip
• Contingency
• Additional
- For reciprocating engines, the LESSOR of:
- fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level
- fuel to fly for 2 hours
- For turbine engines
- fuel to fly for 2 hours at normal cruise consumption after arriving overhead the destination aerodrome
• Extra (Discretionary)
• NO FINAL RESERVE, AS THIS IS INCLUDED WITHIN THE ADDITIONAL FUEL
Revision Number 0.0 Revision Date 13/05/2017 13
AWOPS
Awaiting Document
All Weather Operations Number
RSA
Source Documents
Understanding the CATS & CARS - Sixth Edition
SACAA CATS and CARS
Parts - 91.07.12
- 135.07.22
- 135.07.28
Revision Number 0.0 Revision Date 13/05/2017 14