2.5 Take-off Alternate
Suitable designated take-off alternate airport should be available and field with the ATC as a take-off alternate for departure, within one hour of flying time for two engine aircraft based on the specified one engine inoperative speed in still air conditions.
2.6 Take-off Alternate Minima Weather conditions at the designated take-off alternate airport should not be less than the following minima for a period of one hour before the earliest expected time and upto one hour after expected time of arrival.
For dispatch, the Take-off Alternate Visibility shall not be less than the available and appropriate non-precision approach Minima, or 2000Mts whichever is higher.
2.7 Take-off Thrust
Full thrust shall be used for take-off.
2.8 Aircraft System
Following aircraft system / equipment should be fully serviceable: a) Wind-shield wipers for both Pilot and Co-pilot stations b) Window heat for all heated cockpit windows c) Anti-skid system d) Thrust Reversers for all engines e) All Flight Director Systems, Auto-Pilot, Radio Altimeter f) Weather Radar g) At least two VHF Com. Sets. h) At least two VHF Nav Sets.
Pg-22/28
2.9 PIC Qualifications:
PIC should have undergone specific training for low visibility take-off
landing as per training syllabi.
PIC should have a minimum of 300 Hrs of Command experience on
type and be current.
2.10 The Pilot in Command shall satisfy that:
a) Status of visual and non-visual facilities at the departing aerodrome prior to commencing a Low Visibility Take-off (LVTO).
b) The LVP is in force by Air Traffic Services and the aerodrome operator is ready in all respect for such operations prior to commencing a Low Visibility Take-off (LVTO).
c) The flight crew are properly qualified, including currency of training prior to commencement of Low Visibility Take-off (LVTO).
2.11 Safety assessment:
In view of the major change in procedure the safety assessment need to conduct both by the aerodrome operator and airline operator.
2.12 Aerodrome
In some conditions of limited visibility, air-traffic controllers may no Longer be able to see the whole movement area of the aerodrome but Pilots will still have the capability to see other traffic in their vicinity and to avoid it if necessary. In worse conditions it may well be that neither controller nor the pilot will be able to see the conditions it may will be that neither the controller nor the pilot will be able to see the
Pg-23/28 other traffic, and it may then become essential to have a system which effectively ensures the separation of aeroplane from aeroplane from aeroplane or aeroplane from vehicles. Guidance on such systems is given in the Manual of surface Movement
Guidance and Control Systems (SMGS) (DOC 9476 of ICAO)
The first practical step towards achieving this involves a comprehensive safety assessment of the aerodrome, which requires examination of all the relevant factors such as layout of the movement area and aeroplane and vehicle routings, relevant existing instruction and rules, Meteorological Records, Movement Statistics, Records of Runway instructions, Existing Security Procedures, etc. The characteristics of the movement area and the type of operation and will need to include consideration of the following: a) Training of ground personnel. b) Maintenance of records by ATS off persons and vehicles on the
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