Cayman Airways
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Volume 5: Chapter O1-TOC
WEATHER MINIMA AND OPS SPECS
1.0 Weather Minima .............................................................................................5
1.1 Distribution of Jeppesen Airway Manuals (Volume 10) .............................5
1.2 Captain’s Responsibility And Judgement ...................................................6
1.3 Runway Visual Range (RVR) .....................................................................6
1.4 Multiple RVR Reports ................................................................................6
2.0 Operating Requirements - Take Off ..............................................................7
2.1 Take Off Weather Requirements .................................................................7
2.2 Pre-Departure Requirements - Departure And destination Weather ...........8
2.3 Pre-Departure Requirements - Alternate Aerodrome For Takeoff .............8
2.4 Pre-Departure Requirements - Alternate Aerodrome For Destination .......8
2.5 Conditions Governing The Selection of An Alternate ................................9
2.6 Flight Planning With No Alternate .............................................................9
2.7 Change of Alternate Enroute ......................................................................9
2.8 Use of Regular Landing Minima At Alternate .........................................10
3.0 Takeoff Minimums.........................................................................................10
4.0 Landing Operating Minima .........................................................................10
4.1 Aircraft Categories ...................................................................................10
5.0 Abbreviations ...............................................................................................10
6.0 Definitions ......................................................................................................11
6.1 Final Approach Point (FAP) .....................................................................11
6.2 Decision Altitude (DA) .............................................................................11
6.3 Minimum Descent Altitude (MDA) - Straight-In .....................................12
6.4 Minimum Descent Altitude (MDA) - Circling .........................................12
6.5 Missed Approach Point (MAP) ................................................................12
7.0 Facility Components .....................................................................................12
7.1 Precision Approach-Instrument Landing System (ILS) ...........................12
8.0 Operating Requirements - Landing ............................................................12
8.1 Landing Weather Requirements ................................................................12
8.2 Conditions For An Instrument Approach .................................................13
8.3 Descent Below DH or MDA .....................................................................13
8.4 Operating Requirements Prior To Starting An Approach .........................14
8.5 Company Requirements for Dispatch When Forecast Is
Below 300 - 3/4 .........................................................................................14
8.6 Local Surface Conditions ..........................................................................14
8.7 Straight-In Minima - Excluding USA .......................................................15
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8.8 Circling Minima ....................................................................................... 15
8.9 Requirements
To Circling Minima ........................................................... 15
8.10 Unserviceability of Facilities ................................................................. 16
8.11 Unserviceability
of Navigation Aids or Aircraft Receivers ................... 16
8.12 Unserviceability
of ILS Glide Slope (GS) ............................................. 16
8.13 Failure of Approach or Runway Lighting (TDZ/CLL) .......................... 16
8.14 Visual
Approach ..................................................................................... 16
8.15 Approaches
When Weather Reported Below Minimum Conditions ..... 16
8.16 Number
of Approaches .......................................................................... 17
9.0 Side Step
Maneuver - Including USA.......................................................... 17
9.1 Landing Minima - Side Step Maneuver ................................................... 17
10.0 Lowest
Authorized Minima - Charters and Other Services .................. 18
10.1 Straight-In Approaches ........................................................................... 18
10.2 Takeoff
Minima ...................................................................................... 18
11.0 New Commander Limitations ................................................................... 18
11.1 Take
Off Minima ....................................................................................
18
11.2 Landing Minima ..................................................................................... 18
12.0 Special Operations Authorization ............................................................. 18
12.1 Land and Hold Operations (LAHSO) ..................................................... 18
12.2 CAT II and CAT III Approaches ............................................................ 19
12.3 Heads Up Guidance System (HGS or HUD) .......................................... 19
12.4 Global Navigation System (Gor RNAV Approaches ............................. 19
12.5 Area Navegation.......................................................................................19
12.6 Extended Twin-Engine Operations (ETOPS) ......................................... 19
12.7 Auto LAnd .............................................................................................. 19
12.8 Short Landings ........................................................................................ 19
12.9 Steep Approaches.................................................................................... 19
13.0 New First Officer limitations ..................................................................... 19
13.1 Take Off Minima and Restrictions .......................................................... 20
13.2 Landing Minima and Restrictions ........................................................... 20
14.0 First Officer Take-Off’s And Landings all Stations ................................ 20
15.0 Scheduling of Aircrew Limited Experience ............................................. 21
16.0 Requirements for Initial Release to Regular Line Flying ....................... 21
17.0CAACI Operations Specifications .............................................................. 21
18.0 FAA Operations Specifications...........................................................23-102
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1.0
1.1
Operations Manual
Volume 5: Chapter O1
WEATHER MINIMA
Specific weather minima for aerodromes and alternates in regular use are
contained in Volume 10, (JeppFDPro App) for the particular airport.
The weather minima for airports in the USA are however subject to the FAA
Operations Specifications (detailed in section 17.00 of this chapter) as issued
to the Company.
The relevant minima should be employed strictly as recorded and no
discretion can be delegated to individual Captains to apply lower minima or,
regardless of the category of operation involved, to calculate their own minima
for aids or runways which may not have been included for the aerodrome in
question.
Minima to be employed by a new Commander with less than 50 hours as Pilot
in command on aircraft type and First Officers who have been cleared for
unsupervised operations with less than 300 hours on type is higher than
regular minima and is covered separately in this chapter.
Limitations governing First Officer Take-Off and Landings at all stations and
the scheduling of aircrew with limited experience are also detailed.
Distribution of Jeppesen Airway Manuals (Volume 10)
The Jeppesen Airway Manuals (Volume 10) are installed on the EFB as
JeppFDPro App. Enroute and approach charts pertaining to the area which
encompasses the Cayman Airways' route structure and differences between
prevailing or local airspace rules and ICAO airspace rules are furnished by the
company. They will be amended by EFB Administrators as revisions become
available.
For Flights within an area or into airports for which JeppFDPro coverage is not
routinely provided, Flight Operations and the Captain will confirm that enroute
and approach charts are available at the time of check-in.
On each aircraft (3) sets of EFB’s will be carried. Volume 11 covers the
Company’s Policies and Procedures for the use and Distribution of the EFB’s.
During approach briefings the appropriate arrival and approach charts must
be displayed to each Pilot for review. The approach chart(s) must be
displayed throughout the approach.
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1.2
Operations Manual
Cayman Airways
Captain’s Responsibility and Judgement
No
Captain may take off or land in weather conditions which are below
Company Minima as specified, except in an emergency.
He/she
should however at all times take into consideration his/her own ability
to operate to a high safety standard and must particularly bear in mind the
following factors:
i.
His/her own familiarity with the specific airfields, terrain and
associated aids.
ii.
General experience of his/her First Officer including his/her familiarity
with the specific airfields, terrain and associated aids.
1.3
iii. The extent to which both Captain and First Officer may be affected by
fatigue, particularly if the take off or approach planned is towards the
end of a long duty period.
Runway
Visual Range (RVR)
When
associated with take off, is the lowest visibility along a runway that can
be accepted for takeoff in conjunction with the declared visibility requirements
company.
authorized
for use of the particular runway by the
When associated with an approach is, the lowest visibility along a runway that
can be accepted for landing in conjunction with the declared OCA(H), (DH)
and lighting available.
For those airports not equipped with an RVR readout for the particular runway
the reported visibility may be used.
When RVR is provided, it is controlling regardless of the reported
meteorological visibility.
1.4
Multiple RVR Reports
Transmissometers may provide RVR reports for more than one portion of the
runway, i.e.: touchdown, mid-point and stop-end. The touchdown RVR must
be equal to, or greater than, the required minimum for landing. The RVR
reports for further down the runway must obviously be sufficient to enable the
aircraft to be safely stopped and may not in any case be less than that
required for takeoff. In the case of a long runway, where the normal landing
run is completed within the first two-thirds, it is normally necessary to consider
the RVR reports for the touchdown and mid-point only.
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2.0
2.1
Take Off Weather Requirements
i.
Under conditions of low ceiling and/or visibility, take-off will not be
made when excessive turbulence, at or near the ground, is known or
suspected. Terrain contours in the immediate vicinity of some airports
may create excessive turbulence under certain wind conditions and
this factor should be taken into consideration prior to take-off.
ii.
Take-off will not be made in freezing precipitation or moderate or
heavy wet snow, except when it is practicable to spray the aircraft with
an anti-freeze solution, enabling strict compliance with item (iii) below.
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OPERATING REQUIREMENTS - TAKE OFF
Operations Manual
iii. Take-off will not be made with ice, snow or frost adhering to any part of
the aircraft which adversely affect its performance.
iv. Flights will not be cleared to operate or be intentionally operated in a
known area of heavy icing conditions.
v.
Flights may be cleared to operate through known MODERATE icing
conditions if the weather at the time of departure is at or above the
alternate minimums of the departure airport and conditions are
suitable for the aircraft to return and
land safely.
vi. Weather conditions, as observed and reported by the official
government agency concerned will apply to take-off minima published
on the applicable airport chart.
vii. Except as otherwise provided in this Chapter, regardless of any
clearance from ATC, no Pilot may take-off under IFR if the weather
conditions reported is less than that approved for the take-off runway.
viii. It must be clearly understood however, that flights are not obliged to
take-off when weather observations given ceiling and/or visibility is at
or above minima, if other pertinent factors indicate that the operations
cannot be conducted with the desired standard of safety. In the final
analysis, safe and efficient operation is dependent on the exercise of
sound judgment by all personnel concerned.
ix. Take-offs are normally governed only by the visibility minimum
prescribed in the applicable airport chart; however, when such chart
prescribes a take-off ceiling minimum for a particular runway, such
ceiling minimum applies to take-off on that runway.
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2.2
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Pre-Departure Requirements - Departure And Destination Weather
A flight will not commence unless the information available to the Captain at
the aerodrome of departure indicates that:
2.3
i.
At the time of takeoff the actual weather conditions at the aerodrome
of departure are not worse than the required takeoff minima, and
ii.
That, at the estimated time of arrival at the aerodrome of destination,
the forecast weather conditions meet the landing requirements, and
iii. The forecast weather conditions at the declared alternate, meet the
required alternate minima.
A Captain may at his/her discretion decide to take off when the actual
weather conditions at his/her declared destination are reported to be
below the required minima for landing provided that:
• The forecast for the ETA at the declared destination indicates
that the required minima for landing will have become available;
and
• A reliable weather report on the actual weather conditions of the
declared destination may be received while the aircraft is in flight.
Pre-Departure Requirements - Alternate Aerodrome For Takeoff
If, at the time of takeoff, the actual weather conditions at the aerodrome of
departure are below those required for landing, a suitable alternate
aerodrome must be available within 1 hour (for 2-engine jet aircraft) at the one
engine inoperative cruising speed in still air conditions. This equates to
approximately 300 N.M. for the B737.
The ceiling and visibility at such alternate airport at the time of departure must
be at or above the landing minima authorized for its use as an alternate
airport.
The terrain and weather conditions enroute must permit one engine-out
operation to the Landing minima appropriate to the runways and aids to be
used. If no suitable diversion aerodrome is available the flight should be
postponed until the minimum weather conditions required for one engine-out
landing are available at the departure aerodrome.
Additionally, consideration must be given to ensure required ground and
airborne equipment is operative, crew qualifications are met and runway
operating limitations such as crosswinds are satisfied.
2.4
Pre-Departure Requirements - Alternate Aerodrome For Destination
Before every flight the Captain in conjunction with the Flight Dispatcher will
nominate a selected alternate aerodrome to which the aircraft may be diverted
if in the course of its flight the aerodrome of intended landing becomes unable
to receive it for any reason.
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At least one alternate airport for each destination airport shall be specified in
the flight plan. However, when the weather conditions forecast for the
destination and alternate airports are marginal, at least one additional
alternate airport must be designated.
In suitable circumstances the aerodrome of departure may be selected as an
alternate for destination provided the required landing minima are forecast to
be available during the required period.
Additionally, consideration must be given to ensure required ground and
airborne equipment is operative, crew qualifications are met and runway
operating limitations such as crosswinds are satisfied.
2.5
Conditions Governing The Selection of An Alternate
i.
The values as published in the Jeppesen airway manual (Vol. 10) for
using that aerodrome and or runway in use as a designated alternate.
2.6
At the flight planning stage the forecast cloud ceiling and visibility for
an aerodrome nominated as an ALTERNATE will never be less than:
ii.
Prior to departure the Captain must ensure that, according to the
available information, all requirements
for landing will be met at the
relevant times at the alternate aerodrome(s).
Flight Planning With No Alternate
Where no suitable Alternate is available because the aerodrome of intended
landing is GEOGRAPHICALLY ISOLATED regulations permit pre-flight fuel
calculations to be completed without the alternate and alternate hold provided
an amount of fuel sufficient to enable the aircraft to hold for 120 minutes at
1500’ above destination aerodrome elevation in standard conditions; and
fixed reserve fuel, which shall be an amount of fuel sufficient to enable the
aircraft to fly for 30 minutes at holding speed at 1500’ above aerodrome
elevation in standard conditions, calculated with the estimated mass on arrival
at the destination aerodrome.
The use of no alternate flight planning will only be employed during
extenuating circumstances whenever an alternate is not available.
2.7
Change of Alternate Enroute
No flight shall be continued to any airport to which it has been dispatched
unless the weather conditions at the alternate airport specified in the dispatch
release continues to show a trend indicating that the ceiling and visibility will
be at or above the alternate minima at the expected arrival time at the
alternate.
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However, if at any time prior to the ETA at destination, the required conditions
are not met, any approved alternate lying within the fuel range of the aircraft
can be used, provided that ceiling and visibility requirements are satisfied.
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Any amendments to the dispatch release enroute shall be recorded.
2.8
Use
of Regular Landing Minima At Alternate
Should it prove necessary to divert, the regular Landing minima would apply
at the alternate aerodrome.
3.0
TAKEOFF
MINIMUMS
Standard
takeoff minimums for a two engine airplane is one-statue mile,
however the lower than standard minimums are authorized provided
adequate visual references are clearly identifiable. (Approval granted for RVR
600).
See Chapter 07 Section 12.0 for low visibility procedures.
4.0
LANDING
OPERATING MINIMA
The
minima outlined in this Chapter and on instrument approach charts in the
route manuals have been established as the minimum requirements below
which
flights ARE NOT AUTHORISED TO LAND and apply to the aircraft
types
OPERATED BY THE COMPANY.
4.1
Aircraft
Categories
i.
Aircraft performance differences have a direct effect on the airspace
and visibility needed to perform certain maneuvers. The following
categories have been established by most countries and referred to
by their letter designation (A.B.C.D. or E.) on charts published by
these countries. It will be noted that Cayman Airways aircraft fit into
categories C and D. The following categorization has been adopted
and is provided for information purposes only.
• Category A
Speed less than 90 knots.
• Category B
Speed 91-120 knots.
• Category C
Speed 121-140 knots.
• Category D
Speed 141-165 knots.
• Category E
Speed over 165 knots.
Speeds are based on 1.3 times the stall speed in the landing
configuration at maximum authorized gross landing weight.
The B737-300 are classified in Category C for all approaches.
5.0
ABBREVIATIONS
i.
Page 10
The following are abbreviations commonly used in these chapters and
on the instrument approach to land and airport charts of the Route
Manual.
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ALSF-I
High intensity approach light system (in USA
this also includes RAIL).
Centerline lights
Decision height
Final Approach Fix
Final Approach Point
Height Above Airport
Height Above Touchdown zone elevation
High Intensity Runway Lights
ILS Localizer (No G.S.)
Missed Approach Point
Low/Medium Intensity Approach Light System
Medium Intensity Approach Lights with RAIL
Minimum Descent Altitude
Runway Alignment Indicator Lights
(sequenced flashing)
Runway Centerline Markings
Runway Centerline
Lights
Simplified high intensity approach lights with
RAIL
Threshold Crossing Height
Touchdown Zone
Touchdown Zone Lights
CL
DH
FAF
FAP
HAA
HAT
HIRL
LOC
MAP
MALS
MALSR
MDA
RAIL
RCLM
RCLL
SSALSR
TCH
TDZ
TDZL
6.0
Volume 5: Chapter O1
DEFINITIONS
Following are definitions of abbreviations used on instrument approach
charts.
6.1
Final Approach Point (FAP)
The Final Approach Point (USA), is the point applicable to a Non-precision
approach with no depicted Final Approach Fix (FAF), such as an on airport
VOR or NDB, where the aircraft is established inbound on the Final approach
course from the procedure turn and where the Final approach may be
commenced. The FAP serves as the FAF and identifies the beginning of the
Final approach segment.
Final Approach Point (ICAO), is a point in space on the centerline of the
Localizer where the intermediate approach altitude/height intersects the
nominal glideslope.
6.2
Decision Altitude (DA)
The Decision Altitude applies only where an electronic glide slope provides
the reference for descent, as an ILS. The DA is the height expressed in feet
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above sea level at which a missed approach shall be initiated if the required
visual reference has not been established. For Category 1 operations, this
figure,
is published as the DA on the procedure charts and is established by
the controlling authority.
6.3
Minimum Descent Altitude (MDA) - Straight-In
The
Minimum Descent Altitude is the lowest altitude to which descent is
permitted
for procedures not using a glide path. The MDA is expressed in feet
above sea level.
6.4
Minimum Descent Altitude (MDA) - Circling
The minimum height of the circling MDA shall not be less than that specified
on the appropriate charts.
6.5
Missed
Approach Point (MAP)
The
Missed Approach Point in the procedure may be the point of intersection
of an ILS, a Navigational Facility, a FIX or a specified distance from the final
approach procedure at which a missed approach procedure shall be executed
if the required visual reference does not exist. 7.0
7.1
FACILITY COMPONENTS
Precision Approach-Instrument Landing System (ILS)
When reference is made to FULL ILS, it shall consist of the following
operating components.
i.
Localizer
ii.
Glide Slope
iii. Outer Marker*
iv. Middle Marker*
v.
An approved Approach Light System is necessary to support lower
minima.
*A Compass Locator, Radio Beacon, Radar, DME or authorized FIX located at
the outer or middle marker site may be substituted for the outer or middle
marker.
8.0
8.1
OPERATING REQUIREMENTS - LANDING
Landing Weather Requirements
Page 12
i.
Flights will not descend below cruising altitude or attempt landing at a
station having moderate or heavy freezing precipitation.
ii.
Under instrument conditions, final approach will not be continued In
turbulence or ice of such intensity that instrument flight cannot be
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carried out with adequate precision and safety.
iii. Except as otherwise provided in this chapter, regardless of any
clearance from ATC, no Pilot may land under IFR if the weather
conditions reported are less than that approved for the landing
runway.
iv. It must be clearly understood however, that flights are not obliged to
land when weather observations give visibility at or above minima, if
other pertinent factors indicate that the operation cannot be conducted
with the desired standard of safety. In the final analysis, safe and
efficient operation is dependent on the exercise of sound judgment by
all personnel concerned.
8.2
Conditions For An Instrument Approach
Before commencing an instrument approach, the following conditions must be
met:
i.
The ground aid(s) and airborne equipment to be used must be
serviceable.
ii.
The relevant approach chart must be available to the Pilot.
iii. Both Pilots must be authorized to use the aid.
iv. The conditions for landing, as specified in this section, must be
complied with.
v.
If an approach aid or procedure is offered for which minima are not
available, use of that aid is not authorized except in an emergency.
NOTE: Unless otherwise specified, the reported ceiling is not required to
execute an instrument approach.
8.3
Descent Below DA or MDA
Descent shall not be continued below DA or MDA unless from that altitude the
required visual reference for landing is established and maintained and the
aircraft is in a position from which a normal approach to the runway of
intended landing can be made.
The required visual reference must include one of the following aids:
i.
Approach lights
ii.
Threshold lights
iii. Runway End Identifier Lights
iv. Touchdown Zone Lights, or
v.
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Touchdown Zone Markings
If the required visual reference for landing cannot be maintained then the
appropriate missed approach must be executed.
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8.4
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Cayman Airways
Operating Requirements Prior To Starting An Approach
An
instrument approach shall not be started when visibility conditions are
reported to be less than RVR 4000 or 3/4 sm unless:
i.
15% additional runway is available over the published field length
required. (The information is contained in the wet runway surface
section of the Landing Data Performance Chart for the particular
runway).
ii.
The cross wind component does not exceed 15 knots.
8.5
iii. HIAL, HIRL, and in USA, RAILS are available.
iv. All weather runway markings or runway centerline lights are available.
Company Requirements for Dispatch When Forecast Is Below 300 - 3/4
Company aircraft shall not be dispatched to destinations forecast to be below
300
- 3/4 unless they are equipped with:
i.
Two serviceable and functioning Flight Director Systems; or
ii.
One serviceable and functioning Flight Director System and one
serviceable and functioning Automatic Pilot System (including autocoupled approach capability).
NOTE: The use of the Flight Director System or Automatic Approach
Coupler is mandatory when executing a Precision Approach (ILS)
with weather reported less than 300 - 3/4.
8.6
Local Surface Conditions
For all aircraft, unless prohibited by the applicable Airport chart, a landing may
be made when LOCAL visibility is reduced to not less than 1/2 mile by purely
surface weather conditions, such as smoke, haze, dust, ground fog, blowing
snow or sand provided:
i.
The ceiling is not less than 1000 feet, and
ii.
The aircraft is aligned with the intended runway before entering the
local surface visibility condition, and
iii. The intended runway of landing is plainly visible
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8.7
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Volume 5: Chapter O1
Straight-In Minima - Excluding USA
i.
The table below specifies the lowest minima which may be prescribed
for various combinations of electronic and visual navigation aids.
Higher minima than those listed may be specified on applicable charts
where required by application of obstruction clearance criteria, etc.
Landing Minima
Minima
Type of Approach
height
VIS (SM)
RVR (FT)
ILS
HAT 200
1/2
2400
HIAL INOP.
HAT 200
3/4
4000
LOC
HAT 250
ILS Back Course
HAT 250
1
5000
VOR/DME
HAT 250
VOR With FAF
HAT 250
VOR Without FAF
HAT 300
1
5000
NDB With FAF
HAT 300
1
5000
NDB Without FAF
HAT 300
1
5000
NOTE: Unless otherwise specified a reported ceiling is not required to
execute an approach.
8.8
Circling Minima
Unless specified higher, the lowest permissible circling minima is 1000 ft
ceiling and 3 statute miles visibility for the runway in use.
8.9
Requirements To Circling Minima
On descending to the Circle-to-Land minimum it must be established that
In-Flight visibility remains above the minimum required.
Once visual contact has been made with the aerodrome it must be maintained
continuously throughout the procedure.
The aircraft may not descend below the Circle-to-Land Altitude until the
approach can be carried out entirely by reference to the approach or runway
lighting, or the runway threshold and adequate safe terrain clearance can be
maintained.
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8.10 Unserviceability of Facilities
The
following rules apply:
8.11 Unserviceability of Navigation Aids or Aircraft Receivers
Where an aircraft cannot make use of any ground navigation aid whether
because
those aids are not in operation or because the aircraft receivers are
unserviceable
then the aircraft may not descend below MSA unless in VMC.
The aircraft may only continue the approach if VMC can be maintained.
An aircraft may not depart to an aerodrome (on an IFR flight plan) when it is
known
that the navigation aids at that aerodrome are unserviceable, unless a
specific
exemption from the (relevant authority) is obtained beforehand.
8.12 Unserviceability
of ILS Glide Slope (GS)
If the ILS is being used and the GS becomes unserviceable the approach may
be continued provided that relevant minima are published.
8.13 Failure of Approach or Runway Lighting (TDZ/CLL)
The RVR or horizontal visibility required for an instrument approach is
dependent
upon the OCA (H) (DA) and the available
lighting. A higher RVR or
horizontal visibility may be required if the usual available lighting has failed.
8.14 Visual Approach
To expedite IFR traffic arriving at an aerodrome, ATC may authorize an
aircraft to discontinue an instrument procedure and execute a “Visual
Approach” provided that the Captain reports he/she has the aerodrome in
sight and that:
i.
The reported cloud ceiling is not below the initial approach level, or
ii.
The Pilot reports at any time after commencing the intermediate
approach procedure that the visibility will permit a visual approach and
landing, and a reasonable assurance exists that this can be
accomplished.
iii. If the above requirements are met the instrument approach may be
discontinued and a visual procedure employed. The aircraft should be
positioned to final approach by visual reference.
See Chapter O4 - 15.0 for additional information.
NOTE: A visual approach still carries IFR protection from other traffic.
8.15 Approaches When Weather Reported Below Minimum Conditions
An
approach ban will exist if the reported RVR or the reported Meteorological
Visibility at the aerodrome of intended landing is below the specified limit for
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the particular runway and aid in use.
An instrument approach shall not be continued below 1.000 ft above the
airport unless the reported visibility or controlling RVR is above the specified
minimum. (See FAA OPS Spec)
However, if after descending below 1.000 ft above the airport the reported
visibility or controlling RVR falls below the specified minimum, the approach
may continue to the DA or MDA.
A landing may be executed provided that at the DA or MDA the pilot has
attained and can maintain visual contact using the visual aids associated with
the runway
8.16 Number of Approaches
If, due to weather conditions, a Captain has been obliged to go-around from
two successive approaches, he/she may not make a further attempt to land at
the aerodrome unless:
i.
He/she has received a report of a significant improvement in weather
conditions from the controlling authority, or
ii.
He/she declares an emergency or
iii. All the approaches to land where executed with the autopilot coupled,
then a third attempt is permitted before a diversion becomes
mandatory.
It follows, therefore, that when holding awaiting weather clearance it is
a matter of Command judgment when to make the first attempt to land
and due allowance should be made for the ATC system in force at that
time, particularly with regard to action required after go-around.
9.0
SIDE STEP MANEUVER - INCLUDING USA
A Side Step Maneuver is approved at the completion of an instrument
approach to permit a visual straight-in landing on a parallel runway not more
than 1,200 feet on either side of the runway to which the instrument approach
was conducted. When cleared for a specified side step approach and landing
on an adjacent parallel runway, the side step maneuver must be commenced
as soon as possible after the landing runway or runway environment is in
sight.
9.1
Landing Minima - Side Step Maneuver
Landing minima for side-step maneuver approaches are published on the
Jeppesen Approach Chart for the particular runway and aid in use.
The Landing Minima to the particular runway at which the side step maneuver
is performed, will be higher than that for the primary runway but will normally
be lower than the published circling minima.
This is a lateral off-set maneuver, therefore the aircraft must be in the correct
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configuration for maneuvering flight and positioned to enable a stabilized
descent profile when established on the final approach course for the runway
of intended landing.
10.0 LOWEST
AUTHORIZED MINIMA - CHARTERS AND OTHER SERVICES
Unless the Captain has made an entry into the airport within the preceding 12
months, below is the lowest minima authorize, except for Cat C airfields.
10.1 Straight-in Approaches
HAT
350
Vis
3/4
iii. out other than localizer
400
1
5000
iv. VOR/NDB ILS (BC)
400
1
5000
HAT
1000
VIS
3
i.
Full ILS
ii.
ILS with one component
Circling Approach
B-737
RVR (FT)
4000
10.2 Takeoff Minima
Lowest
authorized minima is one (1) statue mile. 11.0 NEW COMMANDER LIMITATIONS
First Officers who are promoted to Captain must observe the following
limitations for the first 50 hours in command on the aircraft type after being
released to unsupervised operations.
11.1 Take Off Minima
i.
RVR 2400 or 1/2 mile or 800 meters
11.2 Landing Minima
i.
Precision approaches DA 300ft Vis 3/4mile
ii.
Non Precision Approaches - Vis 1 mile
The Captain must do all Takeoffs and landings for the first 25 hours in
command.
12.0 SPECIAL OPERATIONS AUTHORIZATION
The following are Special Operations that require authorization from the
CAACI and the Company, and are NOT authorized or approved.
12.1 Land And Hold Short Operations (LAHSO)
i.
Land and Hold Short Operations are used at a number of US airports
but are not authorized for use in our Operations Specifications. Do not
accept a LAHSO clearance if issued by ATC.
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12.2 CAT II and CAT III Approaches
i.
CAT II and III approaches are published for airports that have the
required facilities and have DH altitudes lower than 200 feet above
the touch down zone. Do not accept a clearance for a CAT II or CAT III
approach.
12.3 Heads Up Guidance System (HGS or HUD)
i.
Our current B737 are not fitted with HGS.
12.4 Global Navigations System (GPS) or RNAV Approaches
i.
Our current B737 are not fitted with GPS
ii.
RNAV approaches are not authorized.
iii. Approaches requiring RNP (Required Navigation Performance) are
not authorized.
12.5
Area Navigation
i.
Company Aircraft is currently approved for RNAV1, RNAV2 and
BRNAV. Approval have been granted for RNAV Arrivals (STARS) and
RNAV Departures (SIDS)
12.6 Extended Twin-Engine Operations (ETOPS)
i.
ETOPS are twin-engine aircraft operations conducted under
Operations Specifications authority over a route that contains a point
further than one hour flying time at the approved one engine inoperative
cruise speed (under standard conditions in still air) from an adequate
airport.
12.7 Auto Land
i.
Although our B737 have the capability for Auto Land, this maneuver is
not authorized.
12.8 Short Landings
i.
Short Landings are defined in the OTARs as the distance used for the
calculations of permitted landing weight that may include the usable
length of the declared safe area.
12.9 Steep Approaches
i.
Steep approaches are those approaches that have a glideslope angle
greater than 4.5 degrees.
13.0 NEW FIRST OFFICER LIMITATIONS
31/08/11
First Officers who have been cleared for unsupervised line operations are
subject to the following limitations until accruing 200 hours on the type. The
First Officer is responsible for informing the PIC about his/her restricted
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status.
13.1 Take
Off Minima and Restrictions
The Captain will be the PF under the following conditions unless the PIC is a
Check
Airman:
i.
RVR 4000 or 3/4 mile or 1200 meters;
ii.
Crosswind component in excess of 15 kts on wet/contaminated
runways or 20 kts on a dry runway;
iii. Heavy rain or snow; and
iv. Runway covered with snow, slush, standing water or ice (including ice
patches)
13.2 Landing
Minima and Restrictions
i.
Crosswind component in excess of 15 kts;
ii.
Cloud base lower than 300ft or DA/MDA + 100ft - whichever is higher;
iii. Visibility less than 3/4 mile;
iv. Heavy rain or snow;
v.
Minimum effective runway length of 6,000 feet;
vi. No unserviceability of engines, throttles, reversers, brakes, nose
wheel steering or any malfunction likely to affect performance or
control.
vii. The aircraft should be stabilized both horizontally and vertically at the
Outer Marker or Final Approach Fix during an Instrument Approach or
at 1000' AGL on a Visual Approach. If any significant variation takes
place or airspeed is excessive or falls below VREF, then the Captain
should take control and carry out a landing or go-around as the
situation demands.
viii. Notwithstanding the above, a First Officer may fly to Commander
minima when flying with a Training Captain.
14.0 FIRST OFFICER TAKE-OFFS AND LANDINGS ALL STATIONS
It is the company policy that all First Officers be trained and checked to the
same level of proficiency as the Captain. This permits them to assume control
of the aircraft in the event of any incapacitation of the Captain. Therefore, the
company recommends that Captains afford the First Officer an opportunity to
operate the aircraft when not restricted by New F/O Limitations.
However, the following factors must be considered by a Captain when
determining whether the First Officer may conduct a flight on a sector into any
station
on or off route:
i.
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ii.
Operations Manual
Existing weather conditions:
• Prevailing visibility
• Precipitation amount and type
• Wind conditions
• Runway length and surface conditions
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After consideration of the above factors and other information considered
pertinent to the particular operation, the Captain at his/her discretion may
award the First Officer a sector.
15.0
SCHEDULING OF AIRCREW LIMITED EXPERIENCE
Crew members are trained and checked to a high level of proficiency for their
respective operating positions on any aircraft type. However, the company
does recognize that the overall level of operating experience within the
cockpit, especially among aircrew who have recently been upgraded or
converted to the type, may affect flight standards.
In the context of this manual, a “New Captain” means a pilot with less than
100 hour as Captain on type; a “New First Officer means a pilot with less than
200 hours as First Officer on type.
Before being cleared to fly with each other, a New Captain and a New First
Officer must each have attained the minimum hours as stated above.
However, if a New Captain has more than 3000 hours total time on type, they
may be permitted to fly with a New First Officer after the Captain has more
than 100 hours as PIC on type and the the First Officer has more than 150
hours as SIC on type.
16.0 REQUIREMENTS FOR INITIAL RELEASE TO REGULAR LINE FLYING
Captains – Must complete to a satisfactory standard Enroute Flight Check
through Cayman Brac and a selected North American terminal.
First Officers – An Enroute Flight Check (EFC) to a satisfactory standard must
be completed prior to the individual Pilot being released to Line Operations.
17.0 CAACI OPERATIONS SPECIFICATIONS
The take off and landing minima and other important aspects of the
Company's operations in the Cayman Islands is governed by the CAACI
Operations Specifications as issued to Cayman Airways and is covered in this
section.
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