NAMCATS91 Gaz 3045

User Manual: NAMCATS91-Gaz 3045

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GOVERNMENT GAZETTE
OF THE

REPUBLIC OF NAMIBIA
WINDHOEK - 22 August 2003

N$14.20

No.3045

CONTENTS
Page
GOVERNMENT NOTICE
No. 186

Namibia Civil Aviation Technical Standards: NAM-CATS-OPS 91 “General Operating
and Flight Rules” ..........................................................................................................
_________________

Government Notice
MINISTRY OF WORKS, TRANSPORT AND COMMUNICATION
No. 186

2003

NAMIBIA CIVIL AVIATION TECHNICAL STANDARDS:
NAM-CATS-OPS 91 “GENERAL OPERATING AND FLIGHT RULES”
The Director: Civil Aviation has under regulation 11.03.5 of the Namibian Civil Aviation
Regulations, 2001 and in consultation with the Civil Aviation Regulations Committee
issued the technical standards in the Schedule. These technical standards shall come into
operation on 1 September 2003.

REPUBLIC OF NAMIBIA
CIVIL AVIATION
DOCUMENT NAM-CATS-OPS 91
(GENERAL OPERATING AND FLIGHT RULES)

NAMIBIAN CIVIL AVIATION TECHNICAL STANDARDS RELATING TO
GENERAL OPERATING AND FLIGHT RULES
1.

GENERAL

Section 22A of the Aviation Act, 1962 (as amended by section 5 of the Aviation
Amendment Act, 1998) empowers the Director: Civil Aviation to issue technical standards
for civil aviation on the matters which are prescribed by regulation.
The Director: Civil Aviation has pursuant to the empowerment mentioned above, on
1 August 2003 issued technical standards relating to general operating and flight rules to
be known as Document NAM-CATS-OPS 91.
2.

PURPOSE

Document NAM-CATS-OPS 91 contains the standards, rules, requirements, methods,
specifications, characteristics and procedures which are applicable in respect of general
operating and flight rules.
Each reference to a technical standard in this document, is a reference to the corresponding
regulation in the Namibian Civil Aviation Regulations, 2001, for example, technical
standard 91.02.8 refers to regulation 8 of Subpart 02 of Part 91 of the Regulations.
The abbreviation “CAR” is used throughout this document when referring to any
regulation.
The abbreviation “TS” refers to any technical standard.
3.

SCHEDULES AND NOTES

Guidelines and recommendations in support of any particular technical standard, are
contained in schedules to, and/or notes inserted throughout the technical standards.
LIST OF TECHNICAL STANDARDS
91.01.6

INFORMATION ON EMERGENCY AND SURVIVAL EQUIPMENT
CARRIED
1.
Emergency and survival list

91.01.10

ELECTRONIC DEVICES
1.
Operation of electronic devices on board an aircraft during flight time

91.02.4

RECENCY

91.02.7

DUTIES OF PILOT-IN-COMMAND REGARDING FLIGHT
PREPARATION
1.
Category II approach
2.
Category III approach

91.03.4

FLIGHT PLAN
1.
Form of a flight plan

91.03.5

TECHNICAL LOG
1.
Information to be contained in a technical log

91.04.10

FLIGHT RECORDER
1.
Flight recorder specifications

91.04.12

COCKPIT VOICE RECORDER
1.
Types of aircraft

91.04.13

FLIGHT DATA RECORDER
1.
Types of aircraft

91.04.14

SEATS, SEAT SAFETY BELTS, HARNESSES AND RESTRAINT
DEVICES

91.04.16

STANDARD FIRST AID KIT
1.
Standard first aid kits

91.04.17

FIRST AID OXYGEN
1.
Supply of first aid oxygen
2.
Oxygen equipment

91.04.18

SUPPLEMENTAL OXYGEN IN THE CASE OF PRESSURISED
AIRCRAFT
1.
General
2.
Oxygen equipment and supply requirements
3.
Minimum requirements for supplemental oxygen for pressurised
aircraft
4.
Quick donning mask

91.04.19

SUPPLEMENTAL OXYGEN IN THE CASE OF NONPRESSURISED AIRCRAFT
1.
General
2.
Oxygen supply requirements
3.
Minimum requirements for supplemental oxygen for non-pressurised
aeroplanes

91.04.21

HAND FIRE EXTINGUISHERS
1.
Definitions
2.
Hand fire extinguishers

91.04.24

MEGAPHONES
1.
Megaphones

91.04.25

EMERGENCY LIGHTING
1.
Emergency lighting

91.04.26

AUTOMATIC EMERGENCY LOCATOR TRANSMITTER
1.
Distress frequencies
2.
Types of ELT’s
3.
Installation

91.04.28

LIFE RAFTS AND SURVIVAL RADIO EQUIPMENT FOR
EXTENDED OVER-WATER FLIGHTS
1.
Equipment

91.04.29

SURVIVAL EQUIPMENT
1.
Survival equipment
2.
Interpretation
3.
Additional survival equipment
4.
Duplicates
5.
Location

91.05.1

COMMUNICATION EQUIPMENT
1.
General
2.
Radio equipment
3.
Audio selector panel

4.
5.
6.
7.

Radio equipment for operations under VFR over routes navigated by
reference to visual landmarks
Communication and navigation equipment for operations under IFR,
or under VFR over routes not navigated by reference to visual
landmarks
Communication and navigation equipment using the Global
Positioning System
Operational standards for inertial navigation and reference systems

91.05.2

NAVIGATION EQUIPMENT
1.
MNP specifications

91.06.10

LIGHTS TO BE DISPLAYED BY AIRCRAFT
1.
Aircraft
2.
Aeroplane operating lights

91.06.13

SIGNALS
1.
Distress signals
2.
Urgency signals
3.
Visual signals used to warn an unauthorised aircraft flying in, or about
to enter a restricted, prohibited or danger area
4.
Signals for aerodrome traffic
5.
Marshalling signals

91.06.16

MANDATORY RADIO COMMUNICATION IN CONTROLLED
AIRSPACE
1.
Radio communication failure procedures

91.06.17

MANDATORY RADIO COMMUNICATION IN ADVISORY
AIRSPACE
1.
Radio communication failure procedures

91.06.22

VISIBILITY AND DISTANCE FROM CLOUD
1.
Visibility and distance from cloud

91.06.30

IDENTIFICATION AND INTERCEPTION OF AIRCRAFT
1.
Visual interception signals

91.06.34

SEMI-CIRCULAR RULE
1.
Semi-circular rule

91.07.2

MINIMUM FLIGHT ALTITUDES
1.
Minimum flight altitude formula

91.07.8

PLANNING MINIMA FOR IFR FLIGHTS
1.
Planning minima for destination alternate aerodromes
2.
Planning minima for en route alternate aerodromes (Non-ETOPS
flights)
3.
Planning minima for an ETOPS en route alternate

91.07.11

MASS AND BALANCE
1.
Definitions
2.
Mass values for crew
3.
Mass values for passengers and baggage

91.07.12

FUEL AND OIL SUPPLY
1.
Aeroplanes
2.
Helicopters
3.
General considerations

91.07.25

COMMENCEMENT AND CONTINUATION OF APPROACH
1.
Conversion of reported visibility

91.08.4

TRAINING AND QUALIFICATIONS FOR LOW-VISIBILITY
OPERATIONS
1.
General
2.
Ground training
3.
Simulator training and/or flight training
4.
Conversion training requirements to conduct low-visibility take-off
and Category II and III operations
5.
Type and command experience
6.
Low-visibility take-off with RVR less than 150/200 m or visibility
less than 225 m
7.
Recurrent training and checking - Low-visibility operations
8.
LVTO and Category II of III recency requirements

91.09.3

HELICOPTER PERFORMANCE CLASSIFICATION

91.09.4

AEROPLANE PERFORMANCE CLASSIFICATION
1.
Classification

91.11.2

MANUAL OF PROCEDURE
1.
Structure and contents

TABLE 1:

PARAMETERS FOR AEROPLANE FLIGHT DATA
RECORDERS

TABLE 2:

PARAMETERS FOR HELICOPTER FLIGHT DATA
RECORDERS

TABLE 3 :

GPS TRAINING SYLLABUS

ANNEXURE A :

GLOBAL POSITIONING SYSTEM VERIFICATION DATA
SHEET

91.01.6
1.

INFORMATION ON EMERGENCY AND SURVIVAL EQUIPMENT
CARRIED

Emergency and survival list

An owner or operator must have a list containing the following minimum information
regarding the emergency and survival equipment carried on board:
(1)

The number, colour and type of life rafts and pyrotechnics;

(2)

details of emergency medical supplies;

(3)

water supplies; and

(4)

type and frequencies of emergency portable radio equipment.

91.01.10
1.

ELECTRONIC DEVICES

Operation of electronic devices on board an aircraft during flight time

Electronic devices which are not intentional transmitters of radio signals, may, with the
prior permission of the pilot-in-command, be operated on board an aircraft, but only in
the cruise phase of flight.
Examples of such devices are (1)

laptop computers;

(2)

video cameras;

(3)

tape recorders;

(4)

electronic entertainment devices; and

(5)

hand held calculators.

91.02.4
2.

REGENCY

Cellular Telephone

Cellular telephones may not be used at any time during flight.
91.02.7
1.

DUTIES OF PILOT-IN-COMMAND REGARDING FLIGHT
PREPARATION

Category II approach

A Category II approach is an ILS approach procedure which provides for an approach to
a decision height lower than 200 feet but not lower than 100 feet and a RVR of not less
than 350 m, in the case of a manual landing, or 300 m, in the case of an automatic
landing.
2.

Category III approach

A Category III approach is divided into a (1)

Category III A approach, which is an ILS approach procedure which provides
for an approach with either a decision height lower than 100 feet or with no
decision height and with a RVR of not less than 200 m;

(2)

Category III B approach, which is an ILS approach procedure which provides
for an approach with either a decision height lower than 50 feet or with no
decision height and with a RVR of less than 200 m but not less than 75 m;
and

(3)

Category III C approach, which is an ILS approach procedure which provides
for an approach with no decision height and no RVR limitations.

91.03.4
1.

FLIGHTPLAN

Form of a flight plan
(1)

A flight plan filed prior to departure must contain the following items:
(a)

Aircraft identification and transponder data;

(b)

flight rules and type of flight;

(c)

number and type(s) of aircraft and wake turbulence category;

(d)

radio communication, navigation and approach-aid equipment;

(e)

aerodrome of departure and time;

(f)

flight information region boundaries and estimated times;

(g)

cruising speed and flight level;

(h)

route to be followed;

(i)

aerodrome of destination and estimated times of arrival;

(2)

91.03.5
1.

(j)

alternate aerodrome(s);

(k)

alerting action required;

(l)

fuel endurance;

(m)

total number of persons on board;

(n)

emergency and survival equipment and colour of aircraft;

(o)

other pertinent information; and

(p)

name, postal address, telephone and telefax number of the owner or
operator of the aircraft which must be completed in field 18 of the
standard flight plan form.

A flight plan filed in flight to comply with CAR 91.03.4(6) must contain
the following items:
(a)

Aircraft registration;

(b)

flight rules;

(c)

type of aircraft;

(d)

aerodrome of departure;

(e)

cruising speed and flight level;

(f)

route to be followed and estimates as applicable;

(g)

aerodrome of destination and estimated time of arrival;

(h)

alternate aerodrome for IFR flights;

(i)

alerting action required;

(j)

fuel endurance if alerting action required;

(k)

total number of persons on board; and

(l)

name, postal address, telephone and telefax number of the owner or
operator of the aircraft.

TECHNICAL LOG

Information to be contained in a technical log
(1)

The following information for each flight must be retained in the form of a
technical log:
(a)

Aircraft registration;

(b)

date;

(c)

name(s) of crew member(s);

(d)

duty assignment of crew member(s);

(e)

place of departure;

place of arrival;

(g)

time of departure (off-block time);

(h)

time of arrival (on-block time);

(i)

hours of flight;

(j)

nature of flight;

(k)

incidents, observations (if any);

(l)

signature of pilot-in-command;

(m)

the current maintenance statement giving the aeroplane maintenance
status of what maintenance, scheduled or out of phase, is next due;

(n)

all outstanding deferred defects which affect the operation of the
aeroplane;

(o)

fuel used; and

(p)

fuel uplift.

(2)

The owner or operator need not keep a technical log or part thereof, if the
relevant information is available in other documentation.

(3)

The owner, operator or pilot-in-command must ensure that all entries are
made concurrently and that they are permanent in nature.

91.04.10
1.

(f)

FLIGHT RECORDER

Flight recorder specifications

All digital flight recorders must comply with one of the following specifications as
applicable:
(1)

ARINC 542A

(2)

ARINC 573-717

(3)

ARINC 717

(4)

ICAO.

91.04.12
1.

COCKPIT VOICE RECORDER

Types of aircraft
(1)

An aeroplane with a maximum certificated mass exceeding 5 700 kilograms,
classified for operation in the transport category, and to which an individual
certificate of airworthiness was first issued on or after 1 January 1987.

(2)

An aeroplane with a maximum certificated mass exceeding
27 000 kilograms, to which an individual certificate of airworthiness was
first issued on or after 1 January 1987.

(3)

A turbo-engine aeroplane to which an individual certificate of airworthiness
was first issued before 1 January 1987, which is an aeroplane with a
maximum certificated mass exceeding 27 000 kilograms, and is of a type of
which the prototype was certified by an appropriate authority after 30
September 1969.

(4)

91.04.13
1.

A helicopter with a maximum certificated mass exceeding 7 000 kilograms,
to which an individual certificate of airworthiness was first issued on or
after 1 January 1987.
FLIGHT DATA RECORDER

Types of aircraft
(1)

An aeroplane or helicopter in respect of which an individual certificate of
airworthiness was issued on or after 1 January 1989 which (a)

is an aeroplane with a MCM exceeding 27 000 kg;

(b)

is an aeroplane with a MCM exceeding 5 700 kg, up to and including
27 000 kg, classified in the public transport or transport of cargo
category; or

(c)

is a helicopter with a MCM exceeding 7 000 kg and is engaged in
international operations,

may not be operated unless such aeroplane or helicopter is equipped with
the appropriate flight data recorder prescribed in subparagraph (3).
(2)

A turbine-engine aeroplane with a MCM exceeding 27 000 kg of which the
prototype was certified by an appropriate authority after 30 September 1969,
may not be operated unless such aeroplane is equipped with the appropriate
flight data recorder prescribed in subparagraph (3).

(3)

(a)

An aeroplane referred to in subparagraph (1)(a) must be equipped
with a Type I flight data recorder prescribed in Table 1.

(b)

An aeroplane referred to in subparagraph (1)(b) must be equipped
with a Type II flight data recorder prescribed in Table 1.

(c)

A helicopter referred to in subparagraph (1)(c) must be equipped with
a Type IV flight data recorder prescribed in Table 2.

(d)

A turbine-engine aeroplane referred to in subparagraph (2) must be
equipped with a Type II flight data recorder prescribed in Table 1.

(4)

A turbine-engine aeroplane with a MCM exceeding 5 700 kg which is
classified for operation in the public transport or transport of cargo category,
and (a)

in respect of which an individual certificate of airworthiness was first
issued on or after 1 January 1987, but before 1 January 1989; or

(b)

in respect of which an individual certificate of airworthiness was first
issued before 1 January 1987,

may not be operated unless such aeroplane is equipped with a flight data
recorder which records (i)
(ii)
(iii)
(iv)
(v)
(vi)

time;
altitude;
airspeed;
normal acceleration;
heading; and
pitch.

(5)

In the case of an aeroplane or helicopter referred to in subparagraph (1), in
respect of which an individual certificate of airworthiness was first issued
before 1 January 1987, the flight data recorder may be combined with the
cockpit voice recorder.

91.04.14

SEATS, SEAT SAFETY BELTS, HARNESSES AND RESTRAINT
DEVICES
Reserved

91.04.16
1.

Standard first aid kits
(1)

Note: 1.
2.
(2)

STANDARD FIRST AID KIT

The following must be included in the first aid kit:
(a)

Bandage (unspecified);

(b)

burns dressings (unspecified);

(c)

wound dressings, large and small;

(d)

adhesive tape, safety pins and scissors;

(e)

small adhesive dressings;

(f)

antiseptic wound cleaner;

(g)

adhesive wound closures;

(h)

adhesive tape;

(i)

disposable resuscitation aid;

(j)

simple analgesic e.g. paracetamol;

(k)

antiemetic e.g. cinnarizine;

(l)

nasal decongestant;

(m)

first aid handbook;

(n)

splints, suitable for upper and lower limbs;

(o)

gastrointestinal antacid +;

(p)

anti-diarrhoeal medication e.g. loperamide +;

(q)

ground/air visual signal code for use by survivors;

(r)

disposable glove; and

(s)

a list of contents. This should include information on the effects and
side effects of drugs carried.

An eye irrigator whilst not required to be carried in the first aid kit should,
where possible, be available for use on the ground.
+ indicates aircraft with more than 9 passenger seats installed.

Unless the standard first aid kit is clearly visible, its location must be indicated by
a placard or sign, and appropriate symbols may be used to supplement the placard
or sign.

(3)

An owner or operator must ensure that the standard first aid kit is readily accessible
for use.

(4)

An aircraft must be equipped with the following number of standard first aid kits:
Number of
passenger seats
installed

Number of
standard first aid
kits required

0 to 99
100 to 199
200 to 299
300 and more

1
2
3
4

91.04.17
1.

Supply of first aid oxygen
(1)

The amount of oxygen must be calculated using an average flow rate of at
least 3 litres Standard Temperature Pressure Dry (STPD)/minute/person and
provided for the entire flight after cabin depressurisation at cabin altitudes
of more than 8 000 ft for at least 2% of the passengers carried, but in no
case for less than one person. There must be a sufficient number of dispensing
units, but in no case less than two, with a means for cabin crew to use the
supply.

(2)

The amount of first aid oxygen required for a particular operation must be
determined on the basis of cabin pressure altitudes and flight duration,
consistent with the operating procedures established for each operation and
route.

Oxygen equipment
(1)

The oxygen equipment provided must be capable of generating a mass flow
to each user of at least four litres per minute, STPD. Means may be provided
to decrease the flow to not less than two litres per minute, STPD, at any
altitude.

(2)

The dispensing units may be of a portable type.

91.04.18
1.

FIRST AID OXYGEN

SUPPLEMENTAL OXYGEN IN THE CASE OF PRESSURISED
AIRCRAFT

General
(1)

An owner, operator or pilot-in-command may not operate a pressurised
aircraft above 10 000 feet unless supplemental oxygen equipment, capable
of storing and dispensing the oxygen supplies required by this technical
standard, is provided.

(2)

The amount of supplemental oxygen required must be determined on the
basis of cabin altitude, flight duration and the assumption that a cabin
pressurisation failure will occur at the altitude or point of flight that is most
critical from the standpoint of oxygen need, and that, after the failure, the
aircraft will descend in accordance with emergency procedures specified in
the aircraft flight manual to a safe altitude for the route to be flown that will
allow continued safe flight and landing.

(3)

Following a cabin pressurisation failure, the cabin altitude must be considered
the same as the aircraft altitude, unless it is demonstrated to the Director
that no probable failure of the cabin or pressurisation system will result in a

cabin pressure altitude equal to the aircraft altitude. Under these
circumstances, this lower cabin pressure altitude may be used as a basis for
determination of oxygen supply.
2.

Oxygen equipment and supply requirements
(1)

(2)

Flight crew members
(a)

Each flight crew member on flight deck duty must be supplied with
supplemental oxygen in accordance with paragraph 3. If all occupants
of flight deck seats are supplied from the flight crew source of oxygen
supply then they must be considered as flight crew members on flight
deck duty for the purpose of oxygen supply. Flight deck seat
occupants, not supplied by the flight crew source, are to be considered
as passengers for the purpose of oxygen supply.

(b)

Flight crew members, not covered by subparagraph (1)(a) above, are
to be considered as passengers for the purpose of oxygen supply.

(c)

Oxygen masks must be located so as to be within the immediate reach
of flight crew members whilst at their assigned duty station.

(d)

Oxygen masks for use by flight crew members in pressurised
aeroplanes operating above 25 000 ft must be a quick donning type
of mask.

Cabin crew members, additional crew members and passengers
(a)

Cabin crew members and passengers must be supplied with
supplemental oxygen in accordance with paragraph 3. Cabin crew
members carried in addition to the minimum number of cabin crew
members required, and additional flight crew members, are to be
considered as passengers for the purpose of oxygen supply.

(b)

When operating above 25 000 feet there must be provided sufficient
spare outlets and/or portable oxygen units are to be distributed evenly
throughout the cabin to ensure immediate availability of oxygen to
each required cabin crew member regardless of his or her location at
the time of cabin pressurisation failure.

(c)

When operating above 25 000 feet there must be an oxygen dis-pensing
unit connected to oxygen supply terminals immediately avail-able to
each occupant, wherever seated. The total number of dispensing units
and outlets must exceed the number of sets by at least 10%. The extra
units are to be evenly distributed throughout the cabin.

(d)

The oxygen supply requirements, as specified in paragraph 3 for
aircraft not certificated to fly at altitudes above 25 000 feet, may be
reduced to the entire flight time between 10 000 feet and 14 000 feet
cabin pressure altitudes for all required cabin crew members and for
at least 10% of the passengers if, at all points along the route to be
flown, the aircraft is able to descend safely within 4 minutes to a
cabin pressure altitude of 14 000 feet.

91.04.18
3.

SUPPLEMENTAL OXYGEN IN THE CASE OF PRESSURISED
AIRCRAFT

Minimum requirements for supplemental oxygen for pressurised aircraft

SUPPLY FOR

DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flight Entire flight time when the cabin pressure altitude exceeds 13 000 feet and
deck seats on flight entire flight time when the cabin pressure altitude exceeds 10 000 feet but
does not exceed 13 000 feet after the first 30 minute at those altitudes, but in
deck duty
no case less than:
(i)

30 minutes for aircraft certificated to fly at altitudes not exceeding 25
000 feet (Note 2)

(ii)

2 hours for aircraft certificated to fly at altitudes more then 25 000
feet (Note 3)

2. All required cabin Entire flight time when cabin pressure altitude exceeds 13 000 feet but not
less than 30 minutes (Note 2), and entire flight time when cabin pressure
crew members
altitude is greater than 10 000 feet but does not exceed 13 000 feet after the 30
minutes at these altitudes.
3. 100% of passengers 10 minutes or the entire flight time when the cabin pressure altitude exceeds
15 000 feet whichever is the greater (Note 4).
(Note 5)
4. 30% of passengers Entire flight time when the cabin pressure altitude exceeds 14 000 feet but
does not exceed 15 000 feet.
(Note 5)
5. 10% of passengers Entire flight time when the cabin pressure altitude exceeds 10 000 feet but
does not exceed 14 000 feet after the first 30 minutes at these altitudes.
(Note 5)

Note 1:

The supply provided must take account of the cabin pressure altitude and
descent profile for the routes concerned.

Note 2:

The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aircraft’s maximum certificated operating
altitude to 10 000 feet in 10 minutes and followed by 20 minutes at 10 000
feet.

Note 3:

Note 4:

The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aircraft’s maximum certificated operating
altitude to 15 000 feet.

Note 5:

For the purpose of this table ‘passengers’ means passengers actually
carried and includes infants.

Quick donning mask

A quick donning mask is the type of mask that (1)

can be placed on the face from its ready position, properly secured, sealed,
and supplying oxygen upon demand, with one hand and within 5 seconds
and will thereafter remain in position, both hands being free;

(2)

can be put on without disturbing eye glasses and without delaying the crew
member from proceeding with assigned emergency duties;

(3)

after being put on, does not prevent immediate communication between the
flight crew members and other crew members over the aeroplane
intercommunication system;

(4)

does not inhibit radio communications.

91.04.19
1.

SUPPLEMENTAL OXYGEN IN THE CASE OF NONPRESSURISED AIRCRAFT

General
(1)

An owner, operator or pilot-in-command may not operate a non-pressurised
aircraft at altitudes above 10 000 feet and up to 12 000 feet for longer than
60 minutes, or above 12 000 feet unless supplemental oxygen equipment,
capable of storing and dispensing the oxygen supplies required, is provided.

(2)

The amount of supplemental oxygen for sustenance required for a particular
operation must be determined on the basis of flight altitudes and flight
duration, consistent with the operating procedures established for each
operation and with the routes to be flown, and with the emergency
procedures, if applicable.

Oxygen supply requirements
(1)

Flight crew members
Each flight crew member on flight deck duty must be supplied with
supplemental oxygen in accordance with paragraph 3. If all occupants of
flight deck seats are supplied from the flight crew source of oxygen supply,
then they are to be considered as flight crew members on flight deck duty
for the purpose of oxygen supply.

(2)

Cabin crew members, additional flight crew members and passengers
Cabin crew members and passengers must be supplied with oxygen in
accordance with paragraph 3. Cabin crew members carried in addition to
the minimum number of cabin crew members required, and additional flight
crew members, are to be considered as passengers for the purpose of oxygen
supply.

Minimum requirements for supplemental oxygen for non-pressurised
aeroplanes

SUPPLY FOR

DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flight Entire flight time at pressure altitudes above 12 000 feet and for any period
deck seats on flight exceeding 60 minutes at pressure altitudes above 10 000 feet but not exceeding
deck duty
12 000 feet.
2. All required cabin Entire flight time at pressure altitudes above 12 000 feet and for any period
crew members
exceeding 60 minutes at pressure altitudes above 10 000 feet but not exceeding
12 000 feet.
3. 100% of passengers Entire flight time at pressure altitudes above 12 000 feet.
(See Note)
4. 10% of passengers Entire flight time after 60 minutes at pressure altitudes great than 10 000 feet
(See note)
but not exceeding 12 000 feet.

Note: For the purpose of this table ‘passengers’ means passengers actually carried
and includes infants.

91.04.21
1.

HAND FIRE EXTINGUISHERS

Definitions

(2)

(3)

“Class A cargo or baggage compartment” means a cargo or baggage
compartment in which (a)

the presence of a fire would be easily discovered by a crew member
while at his or her station; and

(b)

each part of the compartment is easily accessible in flight;

“Class B cargo or baggage compartment” means a cargo or baggage
compartment in which (a)

there is sufficient access in flight to enable a crew member to
effectively reach any part of the compartment with the contents of a
hand fire extinguisher;

(b)

when the access provisions are being used, no hazardous quantity of
smoke, flames or extinguishing agent will enter any compartment
occupied by the crew or passengers; and

(c)

there is a separate approved smoke detector or fire detector system to
give warning at the pilot or flight engineer station;

“Class E cargo compartment” means a cargo compartment used only for
the carriage of cargo and in which (a)

there is a separate approved smoke or fire detector system to give
warning at the pilot or flight engineer station;

(b)

there are means of shutting off the ventilating airflow to or within the
compartment, and the controls for these means are accessible to the
flight crew in the flight crew compartment;

(c)

there are means of excluding hazardous quantities of smoke, flames,
or noxious gases, from the flight crew compartment; and

(d)

the required crew emergency exits are accessible under any cargo
loading conditions.

Hand fire extinguishers

An owner, operator or pilot-in-command may not operate an aircraft unless hand fire
extinguishers are provided for use in flight crew, passenger and, as applicable, cargo
compartments and galleys in accordance with the following:
(1)

The type and quantity of extinguishing agent must be suitable for the kinds
of fires likely to occur in the compartment where the extinguisher is intended
to be used and, for personnel compartments, must minimise the hazard of
toxic gas concentration.

(2)

At least one hand fire extinguisher, con-taining Halon 1211 (bromochlorodifluoromethane, CBrCIF2), or equivalent as the extinguishing agent, must
be conveniently located on the flight deck for use by the flight crew.

(3)

At least one hand fire extinguisher must be located in, or readily accessible
for use in, each galley not located on the main passenger deck.

(4)

At least one readily accessible hand fire extinguisher must be available for
use in each Class A or Class B cargo or baggage compartment and in each
Class E cargo compartment that is accessible to flight crew members in
flight.

(5)

At least the following number of hand fire extinguishers must be
conveniently located in the passenger compartment(s):
Maximum approved
passenger seating
configuration
7 to 30
31 to 60
61 to 200
201 to 300
301 to 400
401 to 500
501 to 600
601 or more

1
2
3
4
5
6
7
8

When two or more extinguishers are required, they must be evenly distributed
in the passenger compartment.
(6)

At least one of the required fire extinguishers located in the passenger
compartment of an aircraft with a maximum approved passenger seating
configuration of at least 31, and not more than 60, and at least two of the
fire extinguishers located in the passenger compartment of an aircraft with
a maximum approved passenger seating configuration of 61 or more must
contain Halon 1211, equivalent as the extinguishing agent.

(7)

The number and location of hand fire extinguishers must be such as to provide
adequate availability for use, account being taken of the number and size of
the passenger compartments, the need to minimise the hazard of toxic gas
concentrations and the location of toilets, galleys, etc. These considerations
may result in the number being greater than the minimum prescribed.

(8)

There must be at least one fire extinguisher suitable for both flammable
fluid and electrical equipment fires installed on the flight deck. Additional
extinguishers may be required for the protection of other compartments
accessible to the flight crew in flight. Dry chemical fire extinguishers should
not be used on the flight deck, or in any compartment not separated by a
partition from the flight deck, because of the adverse effect on vision during
discharge and, if non-conductive, interference with electrical contacts by
the chemical residues.

(9)

Where only one hand fire extinguisher is required in the passenger
compartments it must be located near the cabin crew member’s station,
where provided.

(10) Where two or more hand fire extinguishers are required in the passenger
compartments and their location is not otherwise dictated by consideration
of subparagraph (7) above, an extinguisher must be located near each end
of the cabin with the remainder distributed through the cabin as evenly as is
practicable.
(11) Unless an extinguisher is clearly visible, its location must be indicated by a
placard or sign, and appropriate symbols may be used to supplement such a
placard or sign.

91.04.24
1.

MEGAPHONES

Megaphones
(1)

An owner, operator or pilot-in-command may not operate an aircraft with a
maximum approved passenger seating configuration of more than 60 seats
and carrying one or more passengers unless it is equipped with portable
battery-powered megaphones readily accessible for use by crew members
during an emergency evacuation, to the following scales:
(a)

(b)

Passenger seating
configuration

Number of megaphones
required

61 to 99

100 or mores

For aircraft with more than one passenger deck, in all cases when the
total passenger seating configuration is more than 60 seats, at least 1
megaphone is required.

(2)

When one megaphone is required, it must be readily accessible from a cabin
crew member’s assigned seat. Where two or more megaphones are required,
they must be suitably distributed in the passenger cabin(s) and readily
accessible to cabin crew members assigned to direct emergency evacuations.
This does not necessarily require megaphones to be positioned such that
they can be reached by a cabin crew member when strapped in a cabin crew
member’s seat.

(3)

Unless the megaphone is clearly visible, its location must be indicated by a
placard or sign, and appropriate symbols may be used to supplement the
placard or sign.

91.04.25
1.

For each passenger deck:

EMERGENCY LIGHTING

Emergency lighting
(1)

for aircraft which, in accordance with their individual certificate of
airworthiness, have a maximum approved passenger seating
configuration of more than 19 seats:
(i)

Sources of general cabin illumination;

(ii)

internal lighting in floor level emergency exit areas;

(iii)

illuminated emergency exit marking and locating signs;

(iv)

when flying by night, exterior emergency lighting at all
overwing exits, and at exits where descent assist means are
required or aircraft for which an application for the issuing of
a type certificate was made before 1 May 1972;

(v)

(b)

(c)

for aircraft which, in accordance with their individual certificate of
airworthiness have a maximum approved passenger seating
configuration of less than 20 seats or are certificated to TS 21.02.3(3)
and (4):
(i)

Sources of general cabin illumination;

(ii)

internal lighting in emer-gency exit areas;

(iii)

illuminated emergency exit marking and locating signs;

for aircraft which in accordance with their individual certificate of
airworthiness have a maximum approved passenger seating
configuration of less than 20 seats and are not certificated to TS
21.02.3(3) and (4):
(i)

(2)

91.04.26
1.

floor proximity emergency escape path marking system in the
passenger compartments for aircraft in respect of which a type
certificate was first issued on or after 1 January 1958;

Sources of general cabin illumination.

An owner, operator or pilot-in-command may not operate an aircraft which,
in accordance with its individual certificate of airworthiness, has a maximum
approved passenger seating configuration of less than ten seats, when flying
by night, unless it is provided with a source of internal cabin illumination to
facilitate the evacuation of the aircraft. The system may use dome lights or
other sources of illumination already fitted on the aircraft and which are
capable of remaining operative after the battery has been switched off.
AUTOMATIC EMERGENCY LOCATOR TRANSMITTER

Distress frequencies

An owner, operator or pilot-in-command must ensure that the automatic emergency locator
transmitter (ELT) is capable of transmitting on the distress frequencies 121,5 MHz and
243 MHz, except that, where the whole of a proposed flight is within an area where, for
search and rescue purposes, only one of these frequencies is required, the use of that
single frequency may be specifically authorised, if so agreed by the authority responsible
for search and rescue in the area concerned.
2.

Types of ELTs

Types of ELTs are defined as follows:
2.1

Automatic Fixed (ELT (AF))

This type of ELT is intended to be permanently attached to the aircraft before and after a
crash and is designed to aid search and rescue teams in locating a crash site;
2.2

Automatic Portable (ELT (AP))

This type of ELT is intended to be rigidly attached to the aircraft before a crash, but
readily removable from the aircraft after a crash. It functions as an ELT during the crash
sequence. If the ELT does not employ an integral antenna, the aircraft-mounted antenna
may be disconnected and an auxiliary antenna (stores on the ELT case) attached to the
ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to
aid search and rescue teams in locating the crash site or survivor(s);

2.3

Automatic Deployable (ELT (AD))

This type of ELT is intended to be rigidly attached to the aircraft before the crash and
automatically ejected and deployed after the crash sensor has determined that a crash has
occurred. This type of ELT should float in water and is intended to aid search and rescue
teams in locating the crash site.
3.

Installation

To minimise the possibility of damage in the event of crash impact, the ELT should be
rigidly fixed to the aircraft structure as far aft as practicable with its antenna and
connections so arranged as to maximise the probability of the signal being radiated after
a crash.
91.04.28
1.

LIFE RAFTS AND SURVIVAL RADIO EQUIPMENT FOR
EXTENDED OVER-WATER FLIGHTS

Equipment
(1)

An owner, operator or pilot-in-command must ensure that the aircraft is
equipped with sufficient life rafts to carry all persons on board. Unless excess
rafts or enough capacity are provided, the buoyancy and seating capacity
beyond the rated capacity of the rafts must accommodate all occupants of
the aircraft in the event of a loss of one raft of the largest rated capacity.

(2)

The life rafts must be equipped with -

(3)

(a)

a survivor locator light; and

(b)

life saving equipment including means of sustaining life as appropriate
to the flight to be undertaken.

The following should be included in each life raft :
(a)

Means for maintaining buoyancy;

(b)

a sea anchor;

(c)

life-lines and means of attaching one life raft to another;

(d)

paddles for life rafts with a capacity of 6 or less;

(e)

means of protecting the occupants from the elements;

(f)

a water resistant torch;

(g)

signalling equipment to make the pyrotechnical distress signals
prescribed in CAR 91.06.13;

(h)

for each 4, or fraction of 4, persons which the life raft is designed to
carry:

(i)
Note:

100 g glucose tablets;

500 ml of water. This water may be provided in durable
containers or by means of making seawater drinkable or a
combination of both; and

first aid equipment.
Items (g) - (i) inclusive, should be contained in a pack.

(4)

An aircraft must be equipped with at least two sets of survival radio
equipment capable of transmitting on 121,5 MHz and 243 MHz.

(5)

Unless the life rafts and survival radio equipment are clearly visible, its
location must be indicated by a placard or sign, and appropriate symbols
may be used to supplement the placard or sign.

91.04.29
1.

SURVIVAL EQUIPMENT

Survival equipment

An owner, operator or pilot-in-command may not operate an aircraft across areas in
which search and rescue would be especially difficult unless it is equipped with the
following:
(1)

Signalling equipment to make the pyrotechnical distress signals prescribed
in CAR 91.06.13;

(2)

at least one ELT; and

(3)

additional survival equipment for the route to be flown taking account of
the number of persons on board as prescribed in paragraph 3: Provided that
the additional equipment need not be carried when the aircraft either (a)

(b)

remains within a distance from an area where search and rescue is
not especially difficult corresponding to:

•

120 minutes at the one engine inoperative cruising speed for
aircraft capable of continuing the flight to an aerodrome with
the critical power unit(s) becoming inoperative at any point
along the route or planned diversions; or

•

30 minutes at cruising speed for all other aircraft; or

for aircraft certificated to TS 21.02.3(4), no greater distance than that
corresponding to 90 minutes at cruising speed from an area suitable
for making an emergency landing.

Interpretation

For the purposes of this technical standard, the expression “area in which search and
rescue would be especially difficult” means -

(1)

an area so designated by the State responsible for managing search and
rescue; or

(2)

an area which is largely uninhabited and where (a)

the State responsible for managing search and rescue has not published
any information to confirm that search and rescue would not be
especially difficult; and

(b)

the State referred to in (a) does not, as a matter of policy, designate
areas as being especially difficult for search and rescue.

Additional survival equipment
(1)

The following additional survival equipment should be carried when
required:
(a)

500 ml of water for each 4, or fraction of 4, persons on board;

(2)

(b)

one knife;

(c)

first aid equipment;

(d)

one set of air/ground codes.

In addition, when polar conditions are expected, the following should be
carried:
(a)

A means for melting snow;

(b)

one snow shovel and one ice saw;

(c)

sleeping bags for use by one third of all persons on board and space
blankets for the remainder or space blankets for all passengers on
board; and

(d)

one Arctic/polar suit for each crew member carried.

Duplicates

If any item of equipment contained in the above list is already carried on board the
aircraft in accordance with another requirement, there is no need for this to be duplicated.
5.

Location

Unless the survival equipment is clearly visible, its location must be indicated by a placard
or sign, and appropriate symbols may be used to supplement the placard or sign.
91.05.1
1.

COMMUNICATION EQUIPMENT

General
(1)

(2)

An owner, operator or pilot-in-command must ensure that a flight does not
commence unless the communication and navigation equipment required
under Subpart 5 of Part 91 of the CARs is (a)

approved and installed in accordance with the requirements applicable
to them, including the minimum performance standard and the
operational and airworthiness requirements;

(b)

installed in such manner that the failure of any single unit required
for either communication or navigation purposes, or both, will not
result in the inability to communicate and/or navigate safely on the
route being flown;

(c)

in an operable condition for the kind of operation being conducted
except as provided in the MEL; and

(d)

so arranged that if equipment is to be used by one flight crew member
at his or her station during flight, it must be readily operable from his
or her station. When a single item of equipment is required to be
operated by more than one flight crew member, it must be installed
so that the equipment is readily operable from any station at which
the equipment is required to be operated.

Communication and navigation equipment minimum performance standards
are those prescribed in the applicable NAM-TSO as listed in the NAMTSO, unless different performance standards are prescribed. Communication
and navigation equipment complying with design and performance
specifications other than NAM-TSO on the date of commencement of the

CARs may remain in service, or be installed, unless additional requirements
are prescribed in Subpart 5.
2.

Radio equipment
(1)

An owner, operator or pilot-in-command may not operate an aircraft unless
it is equipped with radio equipment required for the kind of operation being
conducted.

(2)

Where two independent (separate and complete) radio systems are required
under Subpart 5, each system must have an independent antenna installation
except that, where rigidly supported non-wire antennae or other antenna
installations or equivalent reliability are used, only one antenna is required.

Audio selector panel

An owner, operator or pilot-in-command may not operate an aircraft under IFR unless it
is equipped with an audio selector panel accessible to each required flight crew member.
4.

Radio equipment for operations under VFR over routes navigated by reference
to visual landmarks

An owner, operator or pilot-in-command may not operate an aircraft under VFR over
routes than can be navigated by reference to visual landmarks, unless it is equipped with
the radio equipment (communication and SSR transponder equipment) necessary under
normal operating conditions to fulfil the following:

(1)

Communicate with appropriate ground stations;

(2)

communicate with appropriate air traffic service facilities from any point in
controlled airspace within which flights are intended;

(3)

receive meteorological information; and

(4)

reply to SSR interrogations as required for the route being flown.

Communication and navigation equip-ment for operations under IFR, or
under VFR over routes not navigated by reference to visual landmarks
(1)

An owner, operator or pilot-in-command may not operate an aircraft under
IFR, or under VFR over routes that cannot be navigated by reference to
visual landmarks, unless the aircraft is equipped with communication and
navigation equipment in accordance with the requirements of air traffic
services in the area(s) of operation, but not less than (a)

two independent radio communi-cation systems necessary under
normal operating conditions to communicate with an appropriate
ground station from any point on the route including diversions;

(b)

one VOR receiving system, one ADF system, one DME and one
Marker Beacon receiving system;

(c)

one ILS or MLS where ILS or MLS is required for approach
navigation purposes;

(d)

an area navigation system when area navigation is required for the
route being flown;

(e)

an additional VOR receiving system on any route, or part thereof,
where navigation is based only on VOR signals;

(2)

(f)

an additional ADF system on any route, or part thereof, where
navigation is based only on NDB signals; and

(g)

SSR transponder equipment as required for the route being flown.

An owner, operator or pilot-in-command may operate an aircraft that is not
equipped with the navigation equipment specified in subparagraph (1)(e)
or (f), provided that it is equipped with alternative equipment authorised,
for the route being flown, by the Director. The reliability and the accuracy
of alternative equipment must allow safe navigation for the intended route.

Communication and navigation equipment using the Global Positioning
System

6.1

Definitions

Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Civil Aviation Regulations, 2001, bears, when used in this technical standard,
the same meaning unless the context indicates otherwise, and “sole means navigation system” means a navigation system that, for a given phase of
flight, must allow the aircraft to meet all four navigation system performance requirements,
accuracy, integrity, availability and continuity of service;
“primary means navigation system” means a navigation system that, for a given operation
or phase of flight, must meet accuracy and integrity requirements, but need not meet full
availability and continuity of service requirements. Safety is achieved by either limiting
flights to specific time periods, or through appropriate procedural restrictions and
operational requirements;
“supplemental means navigation system” means a navigation system that must be used
in conjunction with a sole means navigation system;
“integrity” means that quality which relates to the trust which can be placed in the
correctness of information supplied by a system. It includes the ability of a system to
provide timely warnings to users when the system should not be used for navigation;
“receiver autonomous integrity monitoring” means a technique whereby an airborne
GPS receiver/processor autonomously monitors the integrity of the navigation signals
from GPS satellites, and where reference to RAIM occurs, it includes other approved
equivalent integrity monitoring systems.
6.2

Purpose
(1)

This paragraph prescribes the requirements for the use of a GPS within
Namibian airspace, for the purpose of (a)

position fixing;

(b)

long range navigation including operations on designated RNAV
routes;

(c)

deriving distance information, for en route navigation, traffic
information and ATC separation; and

(d)

application of RNAV based separation.

(2)

GPS must not be used as a sole means navigation system or for instrument
approaches.

(3)

GPS may continue to be used as an en route supplemental navigation aid.

6.3

6.4

6.5

GPS signal integrity
(1)

System integrity is an essential element of the approval for use of GPS as a
primary means navigation system. GPS receivers certified to TSO-C129
provide integrity through the use of RAIM, or an approved equivalent
integrity system. When RAIM is lost or not available, the accuracy of the
system cannot be assumed to meet the required standard for navigation, or
for the application of ATC separation standards.

(2)

GPS integrity is also dependent on the number of operational satellites in
view, or available for use. Loss of one or more satellites can result in degraded
system availability (see paragraph 6.4).

(3)

RAIM availability is greatly improved through the use of barometric aiding.

(4)

Except as provided in this paragraph, GPS must not be used to fix position,
provide distance information or provide primary navigation, unless RAIM
is available.

GPS satellite constellation
(1)

The approvals contained in this paragraph are based on the availability of
the US DoD GPS standard positioning service (SPS) operating to its defined
full operational capability (FOC). This service does not meet the
requirements of a sole means navigation system.

(2)

Disruption to the GPS may result in degradation in GPS service to such a
level that some or all of the operational approvals for the IFR primary use
of GPS contained in the technical standards may need to be withdrawn.
When known, these changes or restrictions will be advised by NOTAM.

(3)

Prior knowledge of RAIM availability will enable operators to use the system
more efficiently, by allowing operations to be planned around gaps in RAIM
coverage (RAIM holes). To achieve these efficiencies, appropriate RAIM
prediction capabilities should be available at dispatch locations. Flights
should be planned to ensure the safe completion of flight in the event of
loss of GPS integrity.

Airworthiness requirements

The following airworthiness requirements must be satisfied:
(1)

GPS navigation equipment must have US FAA Technical Standard Order
(TSO) C-129 (approved equivalent) authorisation;

(2)

if the GPS is installed in such a way that it is integrated with the aircraft’s
autopilot and navigation system, the GPS must be de-energised when ILS
is selected;

(3)

the aircraft must be placarded that the GPS is not approved as a sole
navigation and/or approach aid; and

(4)

automatic barometric aiding function, as provided by TSO C-129, must be
connected.

Notes:

Owners, operators and pilots-in-command should be aware
that not all TSO C-129 receivers will meet the requirements
for future non-precision approaches, other than AGPS
Arrivals, and ADME or GPS Arrivals.

6.6

Owners, operators and pilots-in-command should also be
aware that TSO C-129 receivers may not be able to take
advantage of future enhanced GPS capabilities, such as wide
area or local area augmentation systems (WAAS or LAAS).

Owners, operators and pilots-in-command should ensure that
receivers are upgradable to accommodate future
augmentation which will be required in terminal areas and
for approaches.

Pilot training

The following pilot training requirements must be satisfied:

6.7

(1)

Prior to using GPS in IFR operations for any of the purposes specified in
this paragraph, the holder of a valid instrument rating must, unless exempted
by the Director, have completed a course of ground training based on the
syllabus contained in Table 3. The course must be conducted by an aviation
training organisation approved in terms of Part 141 of the CARs; and

(2)

the course must cover both general information and procedures applicable
to all types of GPS equipment, as well as the essential operating procedures
for a specific type of aircraft equipment. Pilots who have completed the
course and who wish to use a different type of GPS aircraft equipment,
must ensure that they are familiar with, and competent in, the operating
procedures required for that type of equipment, before using it in flight for
any of the purposes approved in this paragraph.

Operational requirements

The following operational requirements must be satisfied:
(1)

Operating instructions for GPS navigation equipment must be carried on
board;

(2)

GPS navigation equipment must be operated in accordance with the operating
instructions and any additional requirements specified in the aircraft flight
manual or flight manual supplement;

(3)

in addition to GPS, aircraft must be equipped with serviceable radio
navigation systems as prescribed in paragraphs 1 to 5 of this technical
standard;

(4)

when within rated coverage of ground based navigation aids, pilots must
monitor the ground based system, and maintain track as defined by the
most accurate ground based radio navigation aid (VOR or NDB) available.
If there is a discrepancy between the GPS and ground based system
information, pilots must use the information provided by the ground based
navigation system;

(5)

ATS may require GPS equipped aircraft to establish on, and track with
reference to, a particular VOR radial or NDB track for the application of
separation;

(6)

GPS must not be used as a navigation reference for flight below the MSA,
except as otherwise authorised by the Director.

6.8

Operations without RAIM
(1)

(2)

GPS systems normally provide three modes of operation:
(a)

Navigation (Nav) Solution with RAIM;

(b)

2D or 3D Nav Solution without RAIM; and

(c)

Dead Reckoning (DR), or Loss of Nav Solution.

ATS services, and in particular ATC separation standards, are dependent on
accurate navigation and position fixing. If RAIM is lost, the accuracy of the
system is assumed not to meet the required standard for both navigation
and application of ATC separation. Accordingly, when RAIM is lost, the
following procedures must be adopted:
(a)

Aircraft tracking must be closely monitored against other on board
systems;

(b)

in controlled airspace, the ATS unit must be advised if:
(i)

RAIM is lost for periods greater than ten minutes, even if GPS
is still providing positional information;

(ii)

RAIM is not available when the ATS unit requests GPS
distance, or if an ATC clearance or requirement based on GPS
distance is imposed;

(iii)

the GPS receiver is in DR mode, or experiences loss of
navigation function, for more than one minute; or

(iv)

indicated displacement from track centreline is found to exceed
2 nm, and

ATS may then adjust separation;

6.9

(c)

if valid position information is lost (2D and DR Mode), or non-RAIM
operation exceeds ten minutes, the GPS information is to be
considered unreliable, and another means of navigation should be
used until RAIM is restored and the aircraft is re-established on track;

(d)

following re-establishment of RAIM, the appropriate ATS unit should
be notified of RAIM restoration, prior to using GPS information.
This will allow the ATS unit to reassess the appropriate separation
standards;

(e)

when advising the ATS unit of the status of GPS the phrases ARAIM
FAILURE or ARAIM RESTORED must be used.

GPS distance information to air traffic service units
(1)

When a DME distance is requested by an ATS unit, DME derived distance
information should normally be provided. Alternatively, GPS derived
distance information may be provided to an ATS unit, unless RAIM is
currently unavailable, and has been unavailable for the preceding ten minutes.

(2)

Notwithstanding subparagraph (1), if an ATS unit has issued a clearance or
requirement based upon GPS distance (e.g. a requirement to reach a certain
level by a GPS distance), pilots must inform the ATS unit if RAIM is not
available.

(3)

When a DME distance is not specifically requested, or when the provision
of a DME distance is not possible, distance information based on GPS
derived information may be provided. When providing GPS distance,
transmission of distance information must include the source and point of
reference - eg 115 nm GPS JSV, 80 nm GPS VAL NDB, 267 nm GPS
ORNAD etc.

(4)

If a GPS distance is provided to an ATS unit, and RAIM is not currently
available, but has been available in the preceding 10 minutes, the distance
report should be suffixed ANEGATIVE RAIM - eg 26 nm GPS BLV
NEGATIVE RAIM.

(5)

Databases sometimes contain waypoint information which is not shown on
published AIP charts and maps. Distance information must only be provided
in relation to published waypoints unless specifically requested by an ATS
unit.

(6)

Where GPS distance is requested or provided from an NDB, VOR, DME,
or published waypoint, the latitude and longitude of the navigation air or
waypoint must be derived from a validated database which cannot be
modified by the operator or flight crew (see paragraph 6.10).

6.10 Data integrity
(1)

As a significant number of data errors, in general applications, occur as a
result of manual data entry errors, navigation aid and waypoint latitude and
longitude data should be derived from a database, if available, which cannot
be modified by the owner, operator or flight crew.

(2)

When data is entered manually, data entries must be cross-checked by at
least two flight crew members for accuracy and reasonableness, or, for single
pilot operations, an independent check (eg. GPS computed tracks and
distances against current chart data) must be made.

(3)

Both manually entered and database derived position and tracking
information should be checked for reasonableness (confidence check) in
the following cases:
(a)

Prior to each compulsory reporting point;

(b)

at or prior to arrival at each en route waypoint;

(c)

at hourly intervals during area type operations when operating off
established routes; and

(d)

after insertion of new data - eg creation of new flight plan.

6.11 Integrity and interference data sheets
Co-incident with the approvals contained in this technical standard, and in order to build
up the data base on GPS integrity in Namibia, a system validation period has been
established to verify operationally the availability of RAIM, and the quality of navigation
provided by GPS at other times.
Note:

Owners, operators or pilots using GPS for the purposes of this technical
standard are requested to submit information on GPS interference as it
occurs.
Pilots should particularly note cases of GPS degradation/interference
around aerodromes, over populated areas, near radio or television
transmission towers, and during radio or SATCOM transmissions.

Information about the additional types of data required as detailed on the
data sheet. This data will be used to verify the predicted integrity of the
GPS system in Namibian airspace, and will, in part, form the basis for
future extension of GPS approvals and revisions to ATC separation
minima.
Data should be entered on the System Verification Data Sheet contained
in Annexure A.
6.12 Flight plan notification
Pilots of aircraft equipped with GPS systems, that comply with the requirements of this
technical standard, should insert the following in addition to other indicators in the flight
plans.
7.

Operational standards for inertial navigation and reference systems

7.1

General

Inertial navigation may be used by approved operators only. For approved operators of
Namibian registered aircraft, inertial navigation may be used to satisfy the requirements
of the Director. The inertial navigation system (INS) or inertial reference system (IRS)
and its installation must be certified by the State of registry as meeting the airworthiness
standards prescribed in Part 21.
Notes:

7.2

Airworthiness requirements will be satisfied provided that:

•

it meets the manufacturer’s requirements;

•

the installation is listed in the aircraft type certificate or has
a supplemental type certificate for the specific aircraft type;

•

there is a flight manual supplement covering any system
limitations; and

•

the system is included in the operator’s maintenance
programme.

Outside Namibia (for example, in Europe and over the North
Atlantic) other State authorities might require navigation
performance different to that required by these standards.

Minimum performance for operational approval
(1)

An INS/IRS must meet the following criteria for operational approval and
must be maintained to ensure performance in accordance with the criteria:
(a)

With a 95% probability to radial error rate is not to exceed 2 nm per
hour for flights up to 10 hours duration;

(b)

with a 95% probability the cross-track error is not to exceed “ 20 nm
and along track error is not to exceed “ 25 nm at the conclusion of a
flight in excess of 10 hours.

(2)

The INS/IRS should have the capability for coupling to the aircraft’s autopilot
to provide steering guidance.

(3)

The navigation system should have the capability for updating the displayed
present position.

7.3

7.4

Serviceability requirements
(1)

An INS/IRS may be considered as serviceable for navigation purposes until
such time as its radial error exceeds 3 + 3t nm (t being the hours of operation
in the navigation mode).

(2)

Maintenance corrective action must also be taken when an INS/IRS is
consistently providing radial error rates in excess of 2 nm per hour and/or
track and along track errors in excess of the tolerances given at subparagraph
(1) on more than 5% of the sectors flown.

System performance monitoring

The owner, operator or pilot-in-command is to monitor and record the performance of
INS/IRS and may be required to provide details of the system accuracies and reliabilities
from time to time.
7.5

Navigation criteria
(1)

(2)

(3)

Navigation using INS/IRS as the primary navigation means is permitted in
accordance with the following conditions:
(a)

Initial confidence check. The INS/IRS must be checked for reasonable
navigation accuracy by comparison with ground-referenced radio
navigation aids (which may include ATC radar) before proceeding
outside the coverage of the short range radio navigation aids system;

(b)

maximum time.

Single INS/IRS:
(a)

The maximum operating time since the last ground alignment is not
to exceed 10 hours.

(b)

On flights of more than 5 hours, any route sector may be planned for
navigation by INS/IRS within the appropriate time limits (given in
(c) below) but contingency navigation procedures must be available
in the event of an INS/IRS inflight unserviceability which would
preclude the aircraft’s operation on a subsequent route sector for which
area navigation is specified.

(c)

INS/IRS may be used as a sole source of tracking information for
continuous period not exceeding (i)

3 hours in controlled airspace other than oceanic control area
(OCA); or

(ii)

5 hours in OCA or outside controlled airspace (OCTA).

Two or more INS/IRS
(a)

If, during a flight, 10 hours elapsed time since the last ground
alignment will be exceeded, ground alignment is to be included in
the pre-flight flight deck procedures prior to pushback/taxi for
departure.

(b)

INS/IRS may be used as the sole source of tracking information for
continuous periods not exceeding (i)

5 hours in controlled airspace other than OCA; or

(ii)
Notes:

(c)

12 hours in OCA or OCTA.
1.

Provided that the use of INS/IRS as the sole means of
navigation does not exceed the time limit, the aircraft
may be operated for longer periods using the INS/IRS
with either manual or automatic updating.

The 5 hour limit on single INS/IRS ensures 99.74% (3
sigma) probability that loss of satisfactory navigation
capa-bility will not occur with equipment mean time
between failures (MTBF) of approximately 1900
hours. If the demonstrated MTBF exceeds 2000 hours,
the maximum time may be increased.

Updating present position. Updating inertial present position in flight
is permitted in the following instances only:
(i)

(ii)

Manually:

Overhead a VOR beacon.

Within 25 nm of a co-located VOR/DME beacon.

Over a visual fix when at a height not more than 5 000
ft above the feature.

Automatically:

Within 200 nautical miles of a DME site when the
aircraft’s track will pass within 140 nm of the site.

Within 200 nm of both DME sites for a DME/DME Fix.

From a co-located VOR/DME beacon provided that
updates from a receding beacon are not accepted when
the beacon is more than 25 nm from the aircraft.

Notes:

En route VOR and DME sites separated by not
more than 500 metres are considered to be colocated.

DME slant range error correc-tion might be
necessary in some circumstances.

Updating a present position from a visual fix may
not be planned for IFR flights.

A receding beacon is one from which the
distance to the aircraft is increasing.

Updating in other circum-stances (for example,
over a NDB) will not provide sufficient accuracy
to ensure that the INS/IRS operates within the
prescribed tolerances for navigation.

Because INS/IRS are essentially accurate and
reliable, and ground alignment is more accurate
than in-flight updating, updating of present
position is usually not warranted especially
during the initial few hours of operation.
However, INS/IRS errors generally increase with

time and are not self-correcting. Unless the error
is fairly significant (for example, more than 4
nm or 2 nm/hr) it may be preferable to retain
the error rather than manually update.

7.6

(d)

Limitation on use. Wherever track guidance is provided by radio
navigation aids, the pilot-in-command must ensure that the aircraft
remains within the appropriate track-keeping tolerances of the radio
navigation aids. INS/IRS is not to be used as a primary navigation
reference during IFR flight below lowest safe altitude (LSALT).

(e)

Pre-flight and en route procedures. The following practices are
required:
(i)

New data entries are to be cross-checked between at least two
flight crew members for accuracy and reasonableness, or, for
single pilot operations, an independent check (for example, of
INS/IRS-computed tracks and distances against the flight plan)
must be made.

(ii)

As a minimum, position and tracking information is to be
checked for reasonableness (confidence check) in the following
cases:

Prior to each com-pulsory reporting point.

At or prior to arrival at each en route way point during
RNAV operation along RNAV routes.

At hourly intervals during area type operation off
established RNAV routes.

After insertion of new data.

Operating criteria
(1)

Two or more INS/IRS installations
For two or more INS/IRS installations:
(a)

If one INS/IRS fails or can be determined to have exceeded a radial
error of 3+3t nm, operations may continue on area navigation routes
using the serviceable system(s) in accordance with the navigation
criteria applicable to the number of INS/IRS units remaining
serviceable.

(b)

If (i)

the difference of pure inertial readouts between each pair of
INS/IRS is less than 1.4 (3+3t) nm, no action is required;

(ii)

the difference of pure inertial readouts between any pair of
INS/IRS exceeds 1.4 (3+3t) nm and it is possible to confirm
that one INS/IRS has an excessive drift error, that system should
be disregarded and/or isolated from the other systems) and the
apparently serviceable system(s) should be used for navigation;

Note: This check and its isolation action are unnecessary if a
multiple INS/IRS installation is protected by a serviceability
self-test algorithm

(iii)

(2)

if neither condition (i) or (ii) can be satisfied, another means
of navigation should be used, and the pilot-in-command must
advise the appropriate ATS unit.

Single INS/IRS installations
For single INS/IRS installations, if the INS/IRS fails or exceeds the
serviceability tolerance:

(3)

(a)

The pilot-in-command must advise the appropriate ATS unit of INS/
IRS failure;

(b)

another means of navigation is to be used; and

(c)

the aircraft is not to begin a route sector for which area navigation is
specified unless it is equipped with an alternative, serviceable, approved area navigation system.

Autopilot coupling
Autopilot coupling to the INS/IRS should be used, whenever practicable, if
this feature is available. If for any reason the aircraft is flown without
autopilot coupling, the aircraft is to be flown within an indicated crosstrack tolerance of “ 2 nm. In controlled airspace the ATS unit is to be advised
if this tolerance is exceeded.

7.7

Navigation tolerances
(1)

The maximum drift rate expected from INS/IRS is 2 nm per hour (2 sigma
probability). For the purposes of navigation and determining aircraft
separation, the 3 sigma figure of 3 nm is allowed so that the maximum
radial error with 3 sigma confidence equals 3+3t nm where t equals the
time in hours since the INS/IRS was switched into the navigation mode.

(2)

DME and other inputs can automatically influence the INS/IRS to improve
the accuracy of its computed position. The pilot may also insert known
position co-ordinates to update the INS/IRS. Therefore, if the system is
updated with known position information the position error is reduced and
the INS/IRS can be assumed to operate within the radial error tolerance of
3+3T nm where T is the time (hours elapsed since the last position update).

(3)

The accuracy of the data used for updating must be considered. The
navigation aid positions used for updating inertial present position are
accurate to within 0.1 nm. However, the aircraft in flight cannot be fixed to
the same order of magnitude. The accuracy of the position fix is taken as∇
3nm radial error.

(4)

Because the INS/IRS error, the navigation aid position accuracy and the
position fix errors are independent of each other, the total radial error is
determined by the root-sum-square method:
Total error =

(5)

3 + 3T2 + 0.12 + 33mm

The effect of navigation aid position accuracy on the total error is negligible,
and so,
Total error = 3 + 3T2 + 0.12 + 33mm
= 3 + 3T2 + 0.12 + 33mm

Substituting values for T
at time of update, total
radial error
= 4,2 nm
after 1 hour
= 6,7 nm
after 2 hours
= 9,5 nm
after 3 hours
= 12,4 nm
after 4 hours
= 15,3 nm
after 5 hours
= 18,2 nm
after 6 hours
= 21,2 nm
(6)

Dual installation
If two INS/IRS are installed and the aircraft is navigated by averaging, the
inertial present position formula for the total radial error given in
subparagraph (4) is modified by multiplying by:
1 (= 0.7)
2

(7)

Triple installations
If three INS/IRS are installed and Atriple mix is used, the total radial error
is further reduced, For simplicity for navigation and aircraft separation the
tolerances applicable to dual installations apply and the third system provides
redundancy.

91.05.2
1.

NAVIGATION EQUIPMENT

MNP specifications

An owner, operator or pilot-in-command may not operate an aircraft in MNPS airspace
unless it is equipped with navigation equipment that complies with minimum navigation
performance specifications prescribed in ICAO Doc 7030 in the form of Regional
Supplementary Procedures.
91.06.10
1.

LIGHTS TO BE DISPLAYED BY AIRCRAFT

Aircraft

At night all aircraft in flight or operating on the manoeuvring area of an aerodrome must
display the lights prescribed in paragraph 2, unless otherwise instructed by the Director
or by an air traffic service unit: Provided that such aircraft must display no other lights if
these are likely to be mistaken for the lights prescribed in paragraph 2.
2.

Aeroplane operating lights

2.1

Definitions

Angle of coverage A is formed by two intersecting vertical planes making
angles of 70 degrees to the right and 70 degrees to the left respectively,
looking aft along the longitudinal axis to a vertical plane passing through
the longitudinal axis.

(2)

Angle of coverage F is formed by two intersecting vertical planes making
angles of 110 degrees to the right and 110 degrees to the left respectively,
looking forward along the longitudinal axis to a vertical plane passing
through the longitudinal axis.

(3)

Angle of coverage L is formed by two intersecting vertical planes one parallel
to the longitudinal axis of the aeroplane, and the other 110 degrees to the
right of the first, when looking forward along the longitudinal axis.

(4)

Angle of coverage R is formed by two intersecting vertical planes one parallel
to the longitudinal axis of the aeroplane, and the other 110 degrees to the
right of the first, when looking forward along the longitudinal axis;

“horizontal plane” means the plane containing the longitudinal axis and perpendicular to
the plane of symmetry of the aeroplane;
“longitudinal axis of the aeroplane” means a selected axis parallel to the direction of
flight at a normal cruising speed, and passing through the centre of gravity of the aeroplane;
“making way” means that an aeroplane on the surface of the water is under way and has
a velocity relative to the water;
“under command” means that an aeroplane on the surface of the water is able to execute
manoeuvres as required by the International Regulations for Preventing Collisions at
Sea for the purpose of avoiding other vessels;
“under way” means that an aeroplane on the surface of the water is not aground or moored
to the ground or to any fixed object on the land or in the water;
“vertical planes” means planes perpendicular to the horizontal plane; and
“visible” means visible on a dark night with a clear atmosphere.
2.2

Navigation lights to be displayed in the air

As illustrated in Figure 1, the following unobstructed navigation lights must be displayed:

2.3

(1)

A red light projected above and below the plane through angle of coverage L;

(2)

a green light projected above and below the horizontal plane through angle
of coverage R;

(3)

a white light projected above and below the horizontal plane rearward
through angle of coverage A.

Lights to be displayed on the water

Figure 1

(1)

General
(a)

(a)
(1)

The International Regulations for Preventing Collisions at Sea require
different lights to be displayed in each of the following circumstances:
(i)

When under way;

(ii)

when towing another vessel or aeroplane;

(iii)

when being towed;

(i)

when not under command and not making way;

(ii)

when making way but not under command;

(iii)

when at anchor;

(iv)

when aground.

The lights required by aeroplanes in each case are described below.

When under way
(a)

(b)

As illustrated in Figure 2, the following appearing as steady
unobstructed lights:
(i)

A red light projected above and below the plane through angle
of coverage L;

(ii)

a green light projected above and below the horizontal plane
through angle of coverage R;

(iii)

a white light projected above and below the horizontal plane
rearward through angle of coverage A; and

(iv)

a white light projected through angle of coverage F.

The lights described in the first three items should be visible at a
distance of at least 3.7 km (2 nm). The light described in the fourth
item should be visible at a distance of 9.3 km (5 nm) when fitted to
an aeroplane of 20 m or more in length or visible at a distance of 5.6
km (3 nm) when fitted to an aeroplane of less than 20 m in length.

Figure 2
(2)

When towing another vessel or aeroplane
As illustrated in Figure 3, the following appearing as steady, unobstructed
lights:

(a)

the lights described in subparagraph (2);

(b)

a second light having the same characteristics as the light described
in the fourth item of subparagraph (2) and mounted in a vertical line
at least 2 m above or below it; and

(c)

a yellow light having otherwise the same characteristics as the light
described in the third item of subparagraph (2) and mounted in a
vertical line at least 2 m above it.

Figure 3
(3)

When being towed
The lights described in the first three items of subparagraph (2) appearing
as steady unobstructed lights.

(4)

When not under command and not making way
As illustrated in Figure 4, two steady red lights placed where they can best
be seen, one vertically over the other and not less than 1 m apart, and of
such a character as to be visible all around the horizon at a distance of at
least 3,7 km (2 nm).

(5)

When making way but not under command

Figure 4
As illustrated in Figure 5, the lights described in subparagraph (5) and the
first three items of subparagraph (2).

Figure 5

Note: The display of lights prescribed in subparagraphs (5) and (6) above
is to be taken by other aircraft as signals that the aeroplane showing
them is not under command cannot therefore get out of the way.
They are not signals of aeroplanes in distress and requiring
assistance.
(7)

When at anchor
(a)

If less than 50 m in length, where it can best be seen, a steady white
light (Figure 6), visible all around the horizon at a distance of at least
3.7 km (2 nm).

Figure 6
(b)

If 50 m or more in length, where they can best be seen, a steady white
forward light and a steady white rear light (Figure 7) both visible all
around the horizon at a distance of at least 5.6 km (3 nm).

Figure 7
(c)

(8)

If 50 m or more in span a steady white light on each side (Figures 8
and 9) to indicate the maximum span and visible, so far as practicable,
all around the horizon at a distance of at least 1.9 km (1 nm).

When aground
The lights prescribed in paragraph (7) and in addition two steady red lights
in vertical line, at least 1 m apart so placed as to be visible all around the
horizon.

91.06.13
1.

SIGNALS

Distress signals
(1)

(2)

The following signals, used either together or separately, mean that grave
and imminent danger threatens, and immediate assistance is requested:
(a)

A signal made by radiotelegraphy or by any other signalling method
consisting of the group SOS (... _ _ _ ... in the Morse Code);

(b)

a signal sent by radiotelephony consisting of the spoken word
MAYDAY;

(c)

rockets or shells throwing red lights, fired one at a time at short
intervals;

(d)

a parachute flare showing a red light.

Alarm signals for actuating radiotelegraph and radiotelephone auto-alarm
systems:
(a)

(b)

(c)

(3)

3268The radiotelegraph alarm signal consists of a series of twelve
dashes sent in one minute, the duration of each dash being four seconds
and the duration of the interval between consecutive dashes one
second. It may be transmitted by hand but its transmission by means
of an automatic instrument is recommended.
3270The radiotelephone alarm signal consists of two substantially
sinusoidal audio frequency tones transmitted alternately. One tone
has a frequency of 2 200 Hz and the other a frequency of 1 300 Hz,
the duration of each tone being 250 milliseconds.
3271The radiotelephone alarm signal, when generated by automatic
means, must be sent continuously for a period of at least thirty seconds
but not exceeding one minute; when generated by other means, the
signal must be sent as continuously as practicable over a period of
approximately one minute.

None of the provisions in this paragraph prevent the use, by an aircraft in
distress, of any means at its disposal to attract attention, make known its
position and obtain help.

Urgency signals
(1)

(2)

The following signals, used either together or separately, mean that an aircraft
wishes to give notice of difficulties which compel it to land without requiring
immediate assistance:
(a)

The repeated switching on and off of the landing lights; or

(b)

the repeated switching on and off of the navigation lights in such
manner as to be distinct from flashing navigation lights.

The following signals, used either together or separately, mean that an aircraft
has a very urgent message to transmit concerning the safety of a ship, aircraft
or other vehicle, or of some person on board or within sight:
(a)

A signal made by radiotelegraphy or by any other signalling method
consisting of the group XXX;

(b)

a signal sent by radiotelephony consisting of the spoken words PAN,
PAN.

(3)

None of the provisions in this paragraph prevent the use, by an aircraft in
distress, of any means as its disposal to attract attention, make known its
position and obtain help.

Visual signals used to warn an unauthorised aircraft flying in, or about to
enter a restricted, prohibited or danger area.
By day and by night, a series of projectiles discharged from the ground at intervals
of 10 seconds, each showing, on bursting, red and green lights or stars will indicate
to an authorised aircraft that it is flying in or about to enter a restricted, prohibited
or danger area, and that the aircraft is to take such remedial action as may be
necessary.

Signals for aerodrome traffic
(1)

Light and pyrotechnic signals

(a)

Instructions
From aerodrome control to

Light

Directed towards
aircraft concerned (see Figure 1.1)

Aircraft in flight

Aircraft on the ground

Steady green

Cleared to land

Cleared for take-off

Steady red

Give way

Stop

Series of green Return for landing*
Cleared to taxi
flashes
Aerodrome at this acrodrome and Taxi clear of landing area in use
Series of red proceed to apron*
flashes
Notwithstanding any previous Return to starting point on the aerodrome
Series of white instructions, do not land for the time
being
flashes
Steady red on Notwithstanding any previous
final approach instructions, do not land for the time
being.

* Clearance to land and to taxi will be given in due course.

(b)

Acknowledges
(i)

When in flight:

During the hours of daylight:
by rocking the aircraft’s wings;
Note: This signal should not be expected on the base and
final legs of the approach

during the hours of darkness:
by flashing on and off twice the aircraft’s landing lights, or if
not so equipped, by switching on and off twice its navigation
lights;

(ii)

when on the ground:

During the hours of daylight:
by moving the aircraft’s ailerons or rudder;

during the hours of darkness:
by flashing on and off twice the aircraft’s landing lights or, if
not so equipped, by switching on and off twice its navigation
lights.

(2)

Visual ground signals
(a)

Prohibition of landing
A horizontal red square panel with yellow diagonals (Figure 1.2) when
displayed in a signal area indicates that landings are prohibited and
that the prohibition is liable to be prolonged.

(b)

Need for special precautions while approaching or landing
A horizontal red square panel with one yellow diagonal (Figure 1.3)
when displayed in a signal area indicates that owing to the bad state
of the manoeuvring area, or for any other reason, special precautions
must be observed in approaching to land or in landing.
Figure 1.3

(c)

Use of runways and taxiways

A horizontal white dumb-bell (Figure 1.4) when displayed in
a signal area indicates that aircraft are required to land, take
off and taxi on runways and taxiways only.
Figure 1.4

The same horizontal white dumb-bell as in Figure 1.4 but with
a black bar placed perpendicular to the shaft across each circular
portion of the dumb-bell (Figure 1.5) when displayed in a signal
area indicates that aircraft are required to land and take off on
runways only, but other manoeuvres need not be confined to
runways and taxiways.
Figure 1.5

(d)

Closed runways or taxiways
Crosses of a single contrasting colour, yellow or white (Figure 1.6),
displayed horizontally on runways and taxiways or parts thereof
indicate an area unfit for movement of aircraft
Figure 1.6

(e)

Directions for landing or take-off

A horizontal white or orange landing T (Figure 1.7) indicates
the direction to be used by aircraft for landing and take-off,
which must be in a direction parallel to the shaft of the T towards
the cross arm.

Note: When used at night, the landing T is either illuminated or
outlined in white coloured lights

Figure 1.7

A set of two digits (Figure 1.8) displayed vertically at or near
the aerodrome control tower indicates to aircraft on the
manoeuvring area the direction for take-off, expressed in units
of 10 degrees to the nearest 10 degrees of the magnetic compass.

Figure 1.8
(i)

Agricultural flights in operation
A figure A (figure 1.12) in the signal area indicates that the aerodrome
is being used for agricultural flights.

(f)

Right-hand traffic
When displayed in a signal area, or horizontally at the end of the
runway or strip in use, a right-hand arrow of conspicuous colour
(Figure 1.9) indicates that turns are to be made to the right before
landing and after take-off.

Figure 1.9
(g)

Air traffic services reporting office
The letter C displayed vertically in black against a yellow background
(Figure 1.10) indicates the location of the air traffic services reporting
office.

Figure 1.10
(h)

Glider flights in operation
A double white cross displayed horizontally (Figure 1.11) in the signal
area indicates that the aerodrome is being used by gliders and that
glider flights are being performed.

Figure 1.11

being used for agricultural flights.

38 cm

Figure 1.12
(1)

From a signalman to an aircraft
Prior to using the following signals, the signalman must ascertain that the
area within which an aircraft is to be guided is clear of objects which the
aircraft, in complying with this technical standard, might otherwise strike.
Note: The design of many aircraft is such that the path of the wing tips,
engines and other extremities cannot always be monitored visually
from the flight deck while the aircraft is being manoeuvred on the
ground.

Marshalling signals
1.

Proceed under further guidance by signalman

Signalman directs pilot if traffic conditions on aerodrome require
this action.

This bay

Arms above head in vertical position with palms facing inward.

Proceed to next signalman

Right or left arm down, other arm moved across the body and
extended to indicate direction of next signalman.

Move ahead

Arms a little aside, palms facing backward and repeatedly moved
upward-backward from shoulder height.

Turn

(a)

Turn to your left: right arm downward, left
are repeatedly moved upward-backward.
Speed of arm movement indicating rate of
turn.

(b)

Turn to your right: left arm downward, right
arm repeatedly moved upward-backward.
Speed of arm movement indicating rate of
turn.

Stop
Arms repeatedly crossed above head (the
rapidity of the arm movement should be
related to the urgency of the stop, i.e. the
faster the movement the quicker the stop).

Brakes

(a)

Engage brakes: raise arm and hand, with
fingers extended, horizontally in front of
body, then clench fist.

(b)

Release brakes: raise arm, with fist
clenched, horizontally in front of body, then
extend fingers.

Chocks

(a)

Chocks inserted: arms down, palms facing
inwards, move arms from extended
position inwards.

(b)

Chocks removed: arms down, plams facing
outwards, move arms outwards.

Start engine(s)
Left hand overhead with appropriate
number of fingers extended, to indicate the
number of the engine to be started, and
circular motion of right hand at head level.

10.

Cut engines
Either arm and hand level with shoulder,
hand across throat, palm downward. The
hand is moved sideways with the arm
remaining bent.

11.

Slow down
Arms down with palms toward ground,
then moved up and down several times.

12.

Slow down engine(s) on indicated side
Arms down with plams toward ground,
then either right or left hand waved up and
down indicating the left or right side
engine(s) respectively should be slowed
down.

13.

Move back
arms by sides, palms facing forward, swept
forward and upward repeatedly to shoulder
height.

14.

Turns while backing

(a)

For tail to starboard: point left arm down,
and right arm brought from overhead,
vertical position to horizontal forward
position, repeating right arm movement.

(b)

For tail to port: point right arm down, and
left arm brought from overhead, vertical
position to horizontal forward position,
repeating left arm movement.

15.

All clear

Right arm raised at elbow with thumb erect.

16.

Hover*

Arms extended horizontally sidways.

17.

Move upwards*
Arms extended horizontally to the side
beckoning upwards, with palms turned up.
Speed of movement indicates rate of ascent.

18.

Move downwards*
Arms extended horizontally to the side
beckoning downwards, with palms turned
down. Speed of movement indicates rate
of descent.

19.

Move horizontally*
Appropriate arm extended horizontally
sideways in direction of movement and
other arm moved in front of body in same
direction, in a repeating movement.

20.

Land*
Arms crossed and extended downwards in
front of the body.

Notes:

(2)

These signals are designed for use by the signalman, with hands
illuminated as necessary to facilitate observation by the pilot, and
facing the aircraft in a position:
(a)

For fixed-wing aircraft, forward of the left-wing tip within
view of the pilot; and

(b)

for helicopters, where the signalman can best be seen by the
pilot.

The meaning of the relevant signals remains the same if bats,
illuminated wands or torchlights are held.

The aircraft engines are numbered, for the signalman facing the
aircraft, from right to left (i.e. No. 1 engine being the port outer
engine).

Signals marked with an asterisk are designed for use to hovering
helicopter.

From the pilot of an aircraft to a signal-man
(a)

Brakes
Note: The moment the fist is clenched or the fingers are extended
indicates, respectively, the moment of brake engagement or
release.

Brakes engaged
Raise arm and hand, with fingers extended, horizon-tally in
front of face, then clench fist.

Brakes released
Raise arm, with fist clenched, horizontally in front of face,
then extend fingers.

(b)

Chocks

Insert chocks
Arms extended, palms out-wards, move hands inwards to cross
in front of face.

Remove chocks
Hands crossed in front of face, palms outwards, move arms
outwards.

(c)

Ready to start engine
Raise the appropriate number of fingers on one hand indicating the
number of the engine to be started.

91.06.16
1.

Note: 1.

These signals are designed for use by a pilot in the
cockpit with hands plainly visible signalman, and
illuminated as necessary to facilitate observation by
the signalman.

The aircraft engines are numbered in relation to the
signalman facing the aircraft, from right to left (i.e.
No. 1 engine being the port outer engine).

MANDATORY RADIO COMMUNICATION IN CONTROLLED
AIRSPACE

Radio communication failure procedures

The radio communication failure procedures referred to in CAR 91.06.16 are the
procedures contained in Chapter 5 of ICAO Annex 10, Volume II.
91.06.17
1.

MANDATORY RADIO COMMUNICATION IN ADVISORY
AIRSPACE

Radio communication failure procedures

The radio communication failure procedures referred to in CAR 91.06.17 are the radio
communication failure procedures contemplated in CAR.91.06.16.
91.06.22
1.

VISIBILITY AND DISTANCE FROM CLOUD

Visibility and distance from cloud

Airspace class

CDE

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

Distance from cloud Clear of cloud
Flight visibility

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

8 km at and above 3 050 m (10 000 ft)
AMSL
5 km below 3 050 m (10 000 ft) ASML

At and below 900 m (3
000ft) AMSL or 300 m (1
000 ft) above terrain,
whichever is the higher.
Clear of cloud and in sight
of the surface
5 km

91.06.30

IDENTIFICATION AND INTERCEPTION OF AIRCRAFT

Signal by intercepting aircraft
Day

Meaning

Response by intercepted aircraft

First series

(a) Rocking wings while in front and
to left of intercepted aircraft

Follow me away from a Rocking wings
prohibited area

(b) Rocking wings while in front and
to right of intercepted aircraft

Follow me to a landing
terrain

Rocking wings

Follow intercepting aircraft

Night
(a) As for day, and in addition flashing
navigation and, if available,
landing lights at irregular intervals

Follow me away from a Rocking wings if considered safe and
prohibited or restricted showing steady landing light if carried
area

(b) As for day, and in addition flshing
navigation and, if available,
landing lights at irregular intervals

Follow me to a landing
terrain

(c) As for day, and in addition flashing
navigation and, if available,
landing lights at irregular intervals
when (a) and (b) have been
acknowledged.

Rocking wings if considered safe and
showing steady landing light if carried

Follow intercepting aircraft

Weather conditions or the terrain may require the intercepting aircraft to take up a position
in front and to the right of the intercepted aircraft to complete the successive turn to the
right.
Signal by intercepting aircraft

Meaning

Day or night

Second series

An abrupt break away of 900 or more
without crossing the line of flight of
the intercepted aircraft

You may proceed

Day

Third series

Circling landing area, lowering landing
gear and overflying the direction of
landing

Response by intercepted aircraft

Rocking wings if considered safe, at
night showing steady landing light if
carrried

Land on this landing area Same as interceptor and proceed to
land (where applicable) if considered
safe, at night showing steady landing
light if carried

Night
As for day and showing steady landing
light

Day

Fourth series

First or Second series dependent on
what further action intercepting aircraft
requires to be taken either:
(a) Follow me; or
(b) “You may proceed”

Landing terrain
unsuitable

Rocking wings (if fixed landing gear)
or raising gear (whichever applicable)
while passing over landing terrain at a
height exceeding 1 000 feet but not
exceeding 2 000 feet

91.06.30

IDENTIFICATION AND INTERCEPTION OF AIRCRAFT

The visual signals must be used as follows:
1.

When an aircraft has been intercepted for identification only, the intercepting
aircraft will use the second series to show that the aircraft may proceed;

when an aircraft is to be led away from a prohibited or restricted area the
appropriate part of the first series will be used and the second series when
the purpose has been achieved and the aircraft is released;

when an aircraft is required to land, the appropriate part of the first series
will initially be used, followed by the third series when in the vicinity of the
designated landing area;

when the pilot of the intercepted aircraft considers the landing area designated
as unsuitable for his or her aircraft type, he or she will use the fourth series
to indicate this and new instructions will then be given by the intercepting
aircraft;

when an intercepted aircraft is in distress the distress signals should be used,
where practical

91.06.34
1.

SEMI-CIRCULAR RULE

Semi-circular rule
MAGNETIC TRACK
Flight level
From 0000 to 1790
IFR

VFR
30
50
70
90
110
130
150
170
190
210
230
250
270
290
330
370
410
450
490
etc.

91.07.2
1.

From 1800 to 3590
IFR
15
35
55
75
95
115
135
155
175
195

VFR
20
40
60
80
100
120
140
160
180
200
220
240
260
280
310
350
390
430
470
510
etc.

MINIMUM FLIGHT ALTITUDES

Minimum flight altitude formula

The following method must be used to calculate minimum flight altitudes:

24
45
65
85
105
125
145
165
185

MORA is a minimum flight altitude computed from current ONC or WAC charts.
(1)

Two types of MORAs are charted which are:
(a)

Route MORAs e.g. 9800a; and

(b)

Grid MORAs e.g. 98.

(2)

Route MORA values are computed on the basis of an area extending 10 nm
to either side of route centreline and including a 10 nm radius beyond the
radio fix/reporting point or mileage break defining the route segment.

(3)

MORA values clear all terrain and man-made obstacles by 1 000 feet in
areas where the highest terrain elevation or obstacles are up to 5 000 feet. A
clearance of 2 000 feet is provided above all terrain or obstacles which are
5 001 feet and above.

(4)

A grid MORA is an altitude computed by the formula and the values are
shown within each grid formed by charted lines of altitude and longitude.
Figures are shown in thousands and hundreds of feet (omitting the last two
digits so as to avoid chart congestion). Values followed by are believed
not to exceed the altitudes shown. The same clearance criteria as explained
in subparagraph (3) above apply.
A

91.07.8
1.

PLANNING MINIMA FOR IFR FLIGHTS

Planning minima for destination alternate aerodromes
(1)

An operator or pilot-in-command may only select the destination aerodrome
and/or destination aerodrome when the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:
(a)

(b)

Planning minima for the destination aerodrome
(i)

RVR/visibility must be in accordance with that specified in
CAR 91.07.7; and

(ii)

for a non-precision approach or a circling approach, the ceiling
at or above MDH;

Planning minima for destination alternate aerodrome must be in
accordance with Table 1.

Table 1: Planning minima - En route and destination alternates
Type of approach

Planning minima

Cat II and III

Cat I minima with RVR in accordance with Ts 91-07-7

Cat I

Non-precision minima and ceiling must be above the MDh

Non-precision

Non-precision minima plus 200 ft added to MBH and 1 000, added to RVR /
Visibility. Ceiling must be above the MDH + 200 ft.

Circling

Note: Only operators approved for Cat II and III operations may use planning minima
based on a Cat II and III approach in Table 1.
2.

Planning minima for en route alternate aerodromes (Non-ETOPS Flights)

An operator or pilot-in-command may not select an aerodrome as an en route alternate
aerodrome unless the appropriate weather reports or forecasts, or any combination thereof,
indicate that, during a period commencing 1 hour before and ending 1 hour after the
expected time of arrival at the aerodrome, the weather conditions will be at or above the
planning minima prescribed in Table 1 above.
3.

Planning minima for an ETOPS en route alternate aerodrome

An operator or pilot-in-command may not select an aerodrome as an ETOPS en route
alternate aerodrome unless the appropriate weather reports or forecasts, or any combination
thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after
the expected time of arrival at the aerodrome, the weather conditions will be at or above
the planning minima prescribed in Table 2 below, and in accordance with the operator’s
ETOPS approval.

91.07.8

PLANNING MINIMA FOR IFR FLIGHTS
Table 2: Planning minima - ETOPS
Planning minima
(RVR/visibility required and ceiling if applicable)

Type of approach

Aerodrome with
at least 2 separate approach
procedures based on 2 separate aids
serving 2 separate runways

at least 2 separate
approach procedures
based on 2 separate aids
serving 1 runway

at least 1 approach
procedure based on 1
aid serving 1 runway

Precision approach Cat II, Precision approach Cat I minima
III (ILS MLS)

Non-precision approach minima

Precision approach Cat I Non-precision approach minima
(ILS MLS)

Circling minima or, if not available, non-precision
approach minima plus 200 ft / 1 000 m

Non-precision approach

The lower of non-precision approach The higher of circling minima or non-precision apminima plus 200 ft / 1 000 m or cir- proach minima plus 200 ft / 1 000 m
cling
Minima

Circling approach

Circling minima

Notes:
1.

“Tempo” and “Inter” conditions published in the forecast are not limiting unless
these conditions are forecast to be below published planning minima. Where a
condition is forecast as “Prob”, provided the probability percent factor is less
than 40%, it is not limiting. However the pilot-in-command will be expected to
exercise good aviation judgement in assessing the overall “Prob” conditions.

Runways on the same aerodrome are considered to be separate runways when (a)

they are separate landing surfaces which may overlay or cross such
that if one of the runways is blocked, it will not prevent the planned
type of operations on the other runway; and

(b)

each of the landing surfaces has a separate approach procedure
based on a separate aid.

Only operators approved for Category II or III operations may use the planning
minima applicable to Categories II and III in Table 2 and then only if the
aeroplane is certificated for a one engine inoperative Category II or III approach
as applicable.

The JAA Information Leaflet No. 20, IL20, may be used by an operator to conduct
an ETOPS operation, together with the ETOPS alternate weather criteria
determined in this technical standard.

91.07.11
1.

MASS AND BALANCE

Definitions

Any word or expression to which a meaning has been assigned in the Aviation Act, 1962,
and the Namibian Civil Aviation Regulations, 2001, bears, when used in this technical
standard, the same meaning unless the context indicates otherwise, and “maximum structural landing mass” means the maximum permissible total aircraft mass
upon landing under normal circumstances;
“maximum structural take off mass” means the maximum permissible total aircraft mass
at the start of the take-off run or lift-off; and

“maximum zero fuel mass” means the maximum permissible mass of an aircraft with no
usable fuel. The mass of the fuel contained in particular tanks must be included in the
zero fuel mass when it is explicitly mentioned in the aircraft flight manual limitations;
“traffic load” means the total mass of passengers, baggage and cargo, including any nonrevenue load.
2.

Mass values for crew
(1)

(2)

An operator or pilot-in-command must use the following mass values to
determine the dry operating mass:
(a)

Actual masses including any crew baggage; or

(b)

standard masses, including hand baggage, of 85 kg for flight crew
members and 75 kg for cabin crew members.

An operator or pilot-in-command must correct the dry operating mass to
account for any additional baggage. The position of this additional baggage
must be accounted for when establishing the centre of gravity of the aircraft.

Mass values for passengers and baggage
(1)

An operator or pilot-in-command must compute the mass of passengers
and checked baggage using either the actual weighed mass of each person
and the actual weighed mass of baggage or the standard mass values specified
in Tables 1 to 3 below except where the number of passenger seats available
is less than 6, when the passenger mass may be established by a verbal
statement by or on behalf of each passenger or by estimation. The procedure
specifying when to select actual or standard masses must be included in the
operations manual.

(2)

If determining the actual mass by weighing, an operator or pilot-in-command
must ensure that passengers’ personal belongings and hand baggage are
included. Such weighing must be conducted immediately prior to boarding
and at an adjacent location.

(3)

If determining the mass of passengers using standards mass values, the
standard mass values in Tables 1 and 2 below must be used. The standard
masses include hand baggage and the mass of any infant carried by an adult
on one passenger seat. Infants occupying separate passenger seats are to be
considered as children for the purpose of this paragraph.

(4)

Mass values for passengers - 20 seats or more
(a)

Where the total number of passenger seats available on an aircraft is
20 or more, the standard masses of male and female in Table 1 are
applicable. As an alternative, in cases where the total number of
passenger seats available is 30 or more, the ‘All Adult’ mass values
in Table 1 are applicable.

(b)

For the purpose of Table 1, holiday charter means a charter flight
solely intended as an element of a holiday travel package.
Table 1
Passenger seats

20 and more
Male

All flights except
holiday charters
Holiday charters
Children

Female

30 and more
All adult

88 kg

70 kg

88 kg

83 kg
35 kg

69 kg
35 kg

83 kg
35 kg

(5)

Mass values for passengers - 19 seats or less
Table 2
1-9

10-19

Male

96 kg

92 kg

Female

78 kg

74 kg

Children

35 kg

Passenger seats

(6)

(a)

Where the total number of passenger seats available on an aircraft is
19 or less, the standard masses in Table 2 are applicable.

(b)

On flights where no hand baggage is carried in the cabin or where
hand baggage is accounted for separately, 6 kg may be deducted from
the above male and female masses. Articles such as an overcoat, an
umbrella, a small handbag or purse, reading material or a small camera
are not considered as hand baggage for the purpose of this paragraph.

Mass values for baggage
Where the total number of passenger seats available on the aircraft is 20 or
more, the standard mass values given in Table 3 are applicable for each
piece of checked baggage. For aircraft with 19 passenger seats or less, the
actual mass of the checked baggage, determined by weighing, must be used.
Table 3:20 or more seats
Type of flight

Baggage standard
mass

Domestic

11 kg

International

15 kg

(7)

If an operator or pilot-in-command wishes to use standard mass values other
than those contained in Tables 1 to 3 above, he or she must advise the Director
of his or her reasons and gain such approval in advance. After verification
and approval by the Director of the results of the weighing survey, the revised
standard mass values are only applicable to that operator. The revised
standard mass values can only be used in circumstances consistent with
those under which the survey was conducted. Where revised standard masses
exceed those in Tables 1 to 3, then such higher values must be used.

(8)

On any flight identified as carrying a significant number of passengers whose
masses, including hand baggage, are expected to exceed the standard
passenger mass, an operator or pilot-in-command must determine the actual
mass of such passengers by weighing or by adding an adequate mass
increment.

(9)

If standard mass values for checked baggage are used and a significant
number of passengers check-in baggage that is expected to exceed the
standard baggage mass, an operator or pilot-in-command must determine
the actual mass of such baggage by weighing or by adding an adequate
mass increment.

(10) An operator must ensure that a pilot-in-command is advised when a nonstandard method has been used for determining the mass of the load and
that this method is stated in the mass and balance documentation.

Mass and balance documentation
(1)

The operator must establish mass and balance documentation prior to each
flight specifying the load and its distribution.
The mass and balance documentation must enable the pilot-in-command to
determine by inspection that the load and its distribution is such that the
mass and balance limits of the aircraft are not exceeded.
The person supervising the loading of the aircraft must confirm by signature
that the load and its distribution are in accordance with the mass and balance
documentation.
Acceptance of the loading of the aircraft by the pilot-in-command, must be
indicated by countersignature or equivalent.

(2)

91.07.12
1.

The mass and balance documentation must contain the following
information:
(a)

The aircraft registration and type;

(b)

the flight identification number and date;

(c)

the identity of the pilot-in-command;

(d)

the identity of the person who prepared the document;

(e)

the dry operating mass and the corresponding centre of gravity of the
aircraft;

(f)

the mass of the fuel at take-off and the mass of trip fuel;

(g)

the mass of consumables other than fuel;

(h)

the components of the load including passengers, baggage, cargo and
ballast;

(i)

the take-off mass, landing mass and zero fuel mass;

(j)

the load distribution;

(k)

the applicable aircraft centre of gravity positions; and

(l)

the limiting mass and centre of gravity values.

FUEL AND OIL SUPPLY

Aeroplanes

For a flight in accordance with IFR, the pilot-in-command of an aeroplane may not
commence the flight unless he or she is satisfied that the aeroplane carries sufficient fuel
and oil to fly to the aerodrome to which the flight is planned (1)

if a destination alternate aerodrome is not required, and thereafter for a
period of 45 minutes; or

(2)

if a destination alternate aerodrome is required, hence to an alternate
aerodrome and thereafter for a period of 45 minutes.

Helicopters

2.1

For a flight in accordance with VFR, the pilot-in-command of a helicopter may
not commence the flight unless he or she is satisfied that the helicopter carries
sufficient fuel and oil to allow the helicopter to -

2.2

(1)

fly to the aerodrome to which the flight is planned;

(2)

fly thereafter for a period of 20 minutes at best-range speed plus 10 per cent
of the planned flight time; and

(3)

have an additional amount of fuel, sufficient to provide for the increased
consumption on the occurrence of potential contingencies.

For a flight in accordance with IFR, the pilot-in-command of a helicopter may not
commence the flight unless he or she is satisfied that the helicopter carries sufficient
fuel and oil to allow the helicopter to (1)

(2)

(3)

if a destination alternate aerodrome is not required, fly to the aerodrome to
which the flight is planned and thereafter (a)

to fly 30 minutes at holding speed at 450 m (1 500 ft) above the
destination aerodrome under standard temperature conditions and
approach and land; and

(b)

to have an additional amount of fuel, sufficient to provide for the
increased consumption on the occurrence of potential contingencies;

if a destination alternate aerodrome is required, fly to and execute an
approach, and a missed approach, at the aerodrome to which the flight is
planned, and thereafter:
(a)

to fly to the destination alternate aerodrome specified in the flight
plan; and then

(b)

to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the
destination alternate aerodrome under standard temperature
conditions, and approach and land; and

(c)

to have an additional amount of fuel sufficient to provide for the
increased consumption on the occurrence of potential contingencies.

if no suitable destination alternate aerodrome is available, to fly to the
aerodrome to which the flight is planned and thereafter for a period of two
hours at holding speed.

General considerations

In computing the fuel and oil required in terms of this regulation, the pilot-in-command
must consider (1)

meteorological conditions forecast;

(2)

expected air traffic control routings and traffic delays;

(3)

for IFR flight, one instrument approach at the destination aerodrome,
including a missed approach;

(4)

the procedures for loss of pressurisation, where applicable, or failure of one
power-unit while en route; and

(5)
91.07.25
1.

any other conditions that may delay the landing of the aircraft or increase
fuel or oil consumption.
COMMENCEMENT AND CONTINUATION OF APPROACH

Conversion of reported visibility
(1)

The pilot-in-command must ensure that a meteorological visibility to RVR
conversion is not used for calculating take-off minima, Category II or III
minima or when a reported RVR is available.

(2)

When converting meteorological visibility to RVR in all other circumstances
than those in subparagraph (1) above, the pilot-in-command must ensure
that the following table is used:
Conversion of visibility to RVR
Lighting elements in
operation
HI approach and runway/touchdown and
lift-off area lighting
Any type of lighting
installation other than
above
No lighting

91.08.4
1.

RVR = Reported Met.
Visibility multiplied by
Day

Night

1.5

Not
applicable

TRAINING AND QUALIFICATIONS FOR LOW-VISIBILITY
OPERATIONS

General
(1)

An owner or operator must ensure that flight crew member training
programmes for low-visibility operations include structured courses of
ground, simulator and/or flight training. The owner or operator may
abbreviate the course content as prescribed by subparagraphs (2), (3) and
(4) below provided the content of the abbreviated course is acceptable to
the Director.

(2)

Flight crew members with no Category II or Category III experience must
complete the full training programme prescribed in paragraphs 2, 3 and 4
below.

(3)

Flight crew members with Category II or Category III experience with
another owner or operator may undertake an abbreviated ground training
course.

(4)

Flight deck crew members with Category II or Category III experience with
the owner or operator may undertake an abbreviated ground simulator and/
or flight training course. The abbreviated course is to include at least the
requirements of paragraph 4(1) or 4(4)(a) or (b) as appropriate.

Ground training

An owner or operator must ensure that the initial ground training course for low-visibility
operations covers at least (1)

the characteristics and limitations of the ILS and/or MLS;

(2)

the characteristics of the visual aids;

(3)

the characteristics of fog;

(4)

the operational capabilities and limitations of the particular airborne system;

(5)

the effects of precipitation, ice accretion, low level wind shear and turbulence;

(6)

the effect of specific aircraft malfunctions;

(7)

the use and limitations of RVR assessment systems;

(8)

the principles of obstacle clearance requirements;

(9)

recognition of and action to be taken in the event of failure of ground
equipment;

(10) the procedures and precautions to be followed with regard to surface
movement during operations when the RVR is 400 m or less and any
additional procedures required for take-off in conditions below 150 m (200
m for Category D aeroplanes) or with visibility less than 225 m;
(11) the significance of decision heights based upon radio altimeters and the
effect of terrain profile in the approach area on radio altimeter readings and
on the automatic approach/landing systems;
(12) the importance and significance of alert height, if applicable, and the action
in the event of any failure above and below the alert height;
(13) the qualification requirements for pilots to obtain and retain approval to
conduct low-visibility take-offs and Category II or III operations; and
(14) the importance of correct seating and eye position.
3.

Simulator training and/or flight training
(1)

An owner or operator must ensure that simulator and/or flight training for
low-visibility operations includes (a)

checks of satisfactory functioning of equipment, both on the ground
and in flight;

(b)

effect on minima caused by changes in the status of ground
installations;

(c)

monitoring of automatic flights control systems and Autoland status
annunciators with emphasis on the action to be taken in the event of
failures of such systems;

(d)

actions to be taken in the event of failures such as engines, electrical
systems, hydraulics or flight control systems;

(e)

the effect of known unserviceabilities and use of minimum equipment
lists;

(f)

operating limitations resulting from airworthiness certification;

(g)

guidance on the visual cues required at decision height together with
information on maximum deviation allowed from glidepath or
localiser; and

(h)

the importance and significance of alert height, if applicable, and the
action in the event of any failure above and below the alert height.

(2)

An owner or operator must ensure that each flight crew member is trained
to carry out his or her duties and instructed on the coordination required
with other flight crew members. Maximum use must be made of suitably
equipped flight simulators for this purpose.

(3)

Training must be divided into phases covering normal operation with no
aircraft or equipment failures but including all weather conditions which
may be encountered and detailed scenarios of aircraft and equipment failure
which could affect Category II or III operations. If the aircraft system
involves the use of hybrid or other special systems (such as head up displays
or enhanced vision equipment) then flight crew members must practise the
use of these systems in normal and abnormal modes during the simulator
phase of training.

(4)

Incapacitation procedures appropriate to low-visibility take-offs and
Category II and III operations must be practised.

(5)

For aircraft with no type specific simulator, owners or operators must ensure
that the flight training phase specific to the visual scenarios of Category II
operations is conducted in a simulator approved for that purpose by the
Director. Such training must include a minimum of 4 approaches. The
training and procedures that are type specific must be practised in the aircraft.

(6)

Category II and III training must include at least the following exercises:

(7)

(a)

Approach, using the appropriate flight guidance, autopilots and control
systems installed in the aircraft, to the appropriate decision height
and to include transition to visual flight and landing;

(b)

approach with all engines operating using the appropriate flight
guidance systems, autopilots and control systems installed in the
aircraft down to the appropriate decision height followed by missed
approach, all without external visual reference;

(c)

where appropriate, approaches utilising automatic flight systems to
provide automatic flare, landing and roll-out; and

(d)

normal operation of the applicable system both with and without
acquisition of visual cues at decision height.

Subsequent phases of training must include at least (a)

approaches with engine failure at various stages on the approach;

(b)

approaches with critical equipment failures (e.g. electrical systems,
autoflight systems, ground and/or airborne ILS/MLS systems and
status monitors);

(c)

approaches where failures of autoflight equipment at low level require
either -

(d)

(i)

reversion to manual flight to control flare, landing and roll out
or missed approach; or

(ii)

reversion to manual flight or a downgraded automatic mode to
control missed approaches from, at or below decision height
including those which may result in a touchdown on the
runway;

failures of the system which will result in excessive localiser and/or
glideslope deviation, both above and below decision height, in the

minimum visual conditions authorised for the operation. In addition,
a continuation to a manual landing must be practised if a head-up
display forms a downgraded mode of the automatic system or the
head-up display forms the only flare mode; and
(e)

failures and procedures specific to aircraft type or variant.

(8)

The training programme must provide practice in handling faults which
require a reversion to higher minima.

(9)

The training programme must include the handling of the aircraft when,
during a fail passive Category III approach, the fault causes the autopilot to
disconnect at or below decision height when the last reported RVR is 300 m
or less.

(10) Where take-offs are conducted in RVRs of 400 m and below, training must
be established to cover systems failures and engine failure resulting in
continued as well as rejected take-offs.
4.

Conversion training requirements to conduct low-visibility take-off and
Category II and III operations

An owner or operator must ensure that each flight crew member completes the following
low-visibility procedures training if converting to a new type or variant of aircraft in
which low-visibility take-off and Category II and III operations will be conducted. The
flight crew member experience requirements to undertake an abbreviated course are
prescribed in paragraphs 1(3) and (4).
(1)

Ground training
The appropriate requirements prescribed in paragraph 2 above, taking into
account the flight crew member’s Category II and Category III training and
experience.

(2)

(3)

Simulator training and/or flight training
(a)

A minimum of 8 approaches and/or landings in a simulator approved
for the purpose.

(b)

Where no type-specific simulator is available, a minimum of 3
approaches including at least 1 go-around is required on the aircraft.

(c)

Appropriate additional training if any special equipment is required
such as head-up displays or enhanced vision equipment.

Flight crew qualification
The flight crew qualification requirements are specific to the owner or
operator and the type of aircraft operated.

(4)

(a)

The operator must ensure that each flight crew member completes a
check before conducting Category II or III operations.

(b)

The check prescribed in item (a) above may be replaced by successful
completion of the simulator and/or flight training prescribed in
paragraph 4(2).

Line flying under supervision
An owner or operator must ensure that each flight crew member undergoes
the following line flying under supervision (a)

For Category II when a manual landing is required, a minimum of 3
landings from autopilot disconnect; and

(b)

for Category III, a minimum of 3 autolands except that only 1 autoland
is required when the training required in paragraph 4(2) above has
been carried out in a full flight simulator usable for zero flight time
training.

Type and command experience

The following additional requirements are applicable to pilots-in-command who are new
to the aircraft type:

(1)

50 hours or 20 sectors as pilot-in-command on the type before performing
any Category II or Category III operations; and

(2)

100 hours or 40 sectors as pilot-in-command on the type. 100 m must be
added to the applicable Category II or Category III RVR minima unless he
or she has previously qualified for Category II or III operations with another
owner or operator.

(3)

The Director may authorise a reduction in the above command experience
requirements for flight crew members who have Category II or Category
III command experience.

Low-visibility take-off with RVR less than 150/200 m or visibility less than
225 m
(1)

An owner or operator must ensure that prior to authorisation to conduct
take-offs in RVRs below 150 m (below 200 m for Category D aeroplanes)
or with visibility less than 225 m the following training is carried out:
(a)

Normal take-off in minimum authorised conditions or RVR
conditions;

(b)

take-off in minimum authorised conditions or RVR conditions with
an engine failure between V 1 and V 2, or as soon as safety
considerations permit; and

(c)

take-off in minimum authorised conditions or RVR conditions with
an engine failure before V1 resulting in a rejected take-off.

(2)

An owner or operator must ensure that the training required by subparagraph
(1) above is carried out in an approved simulator. This training must include
the use of any special procedures and equipment. Where no approved
simulator exists, the Director may approve such training in an aircraft without
the requirement for minimum conditions or RVR conditions.

(3)

An owner or operator must ensure that a flight crew member has completed
a check before conducting low-visibility take-offs in RVRs of less than 150
m (less than 200 m for Category D aeroplanes) or in visibility less than
225 m if applicable. The check may only be replaced by successful
completion of the simulator and/or flight training prescribed in subparagraph
(1) on initial conversion to an aircraft type.

Recurrent training and checking - Low-Visibility Operations
(1)

An owner or operator must ensure that, in conjunction with the normal
recurrent training and proficiency checks, a pilot’s knowledge and ability
to perform the tasks associated with the particular category of operation,
including LVTO, for which he or she is authorised, is checked. The required
number of approaches to be conducted during such recurrent training is to
be a minimum of two, one of which is to be a missed approach and at least
one low-visibility take-off to the lowest applicable minima. The period of
validity for this check is 6 months including the remainder of the month of
issue.

(2)

For Category III operations an owner or operator must use a flight simulator
approved for Category III training.

(3)

An owner or operator must ensure that, for Category III operations on
aeroplanes with a fail passive flight control system, a missed approach is
completed at least once every 18 months as the result of an autopilot failure
at or below decision height when the last reported RVR was 300 m or less.

(4)

The Director may authorise recurrent training for Category II operations in
an aircraft type where no approved simulator is available.

LVTO and Category II or III recency requirements
(1)

An owner or operator must ensure that, in order for pilots to maintain a
Category II and Category III qualification, they have conducted a minimum
of 3 approaches and landings using approved Category II or III procedures
during the previous six month period, at least one of which must be conducted
in the aircraft.

(2)

Recency for LVTO is maintained by retaining the Category II or III
qualification prescribed in subparagraph (1) above.

(3)

An owner or operator may not substitute this recency requirement for
recurrent training.

91.09.3

HELICOPTER PERFORMANCE CLASSIFICATION

(Reserved).
91.09.4
1.

AEROPLANCE PERFORMANCE CLASSIFICATION

Classification

For the purposes of CAR 91.09.4, the Cessna Caravan is classified as a Class B aeroplane.
91.11.2
1.

MANUAL OF PROCEDURE

Structure and contents
(1)

The manual of procedure must contain specific policies and procedures
regarding aircraft operations in the following areas (a)

patient loading and unloading procedures;

(b)

protocols for hot loading and unloading, if practised;

(c)

refuelling with the rotors or propellers turning (not recommended);

(d)

refuelling with medical personnel and/or patient on board (not
recommended);

(e)

methods of dealing with combative patients;

(f)

hearing protection for medical personnel;

(g)

use of safety equipment, such as flame retardant clothing;

(h)

use of seat belts and shoulder harnesses by medical personnel;

(i)

infection control; and

(j)

records of personnel health or immunisation status.

(2)

The manual of procedure must contain a recurrent training programme for
flight crew members and medical personnel.
TABLE 1

PARAMETERS FOR AEROPLANE FLIGHT DATA RECORDERS
Measurement range

Accuracy limits (Sensor
input compared to FDR
reads-out)

24 hours

0.125% per hour

30 m to 200 m ( 100 ft
to 700 ft)

Trailing edge flap or cockpit control
section
Leading edge flap or cockpit control
section
Thrust reverser position

Ground spoiler/speed brake selection

14
15

Outside air temperature
Autopilot/autho throttle/AFCS mode
and engagement status

Full range on each discrete position
Full range on discrete
position
Stowed, in transit, and
reverse
Full range or each discrete position
Sensor range
A suitable combination
of discretes

2
1 (per
engine)
1
2
1

5% or as pilot’s indicator
5% or as pilot’s indicator

2% unless higher accuracy
uniquely required
20C
A

1
1
1
1 (per
engine)
2

75o
180o
On-off (one discrete)
Full range

Pitch attitude
Roll attitude
Radio transmission keying
Power on each engine (Note 3)

3%
20
1% of maximum range
excluding datum error of 5%
20
20

6
7
8
9

1
0.125

Heading
Normal acceleration

A
A

4
5

A
A
A

Indicated airspeed

-300 m (-1000 ft) to
maximum certificated
altitude of aircraft +
1 500 m (+ 5 000ft)
95km/h (50 kt) to max
Vso (Note 1) Vso to 1.2
VD(Note 2)
360o
-3g to + 6 g

Time(UTC when available, otherwise
elapsed time)
Pressure altitude

A
A

Recording
interval
(seconds)

Parameter

Serial
Number

Note: The preceding 15 parameters satisfy the requirements for a Type II FDR
16

Longitudinal acceleration

Lateral acceleration

Full range

Pilot input and/or control surface position - primary controls (pitch, roll,
yaw) (Note 4)
Pitch trim position

Full range

Radio altitude

-6m to 750m
(-20 ft to 2 500 ft)

21
22
23
24
25

Glide parth deviation
Signal range
1
Signal range
Localiser deviation
1
Marker beacon passage
Discrete
1
Discrete
Master warning
1
As installed
NAV1 and 2 frequency selection Full Range
4
(Note 5)
As installed
DME 1 and 2 distance (Notes 5 and 0-370 km
4
6)
Discrete
Landing gear squat switch status
1
GPWS (ground proximity warning Discrete
system)
As installed
Full range
0.5
Angle of attack
2
Hydraulics, each system (low pressure) Discrete
As installed
1
Navigation data (latitude / longitude, As installed
ground speed and drift angle)
(Note 7)
As installed
4
Landing gear or gear selector posi- Discrete
tion
Note: The preceding 32 parameters satisfy the requirements for a Type I FDR

3% unless higher accuracy
uniquely required
0.6 m ( 2ft) or 3%
whichever is greater below
150m (500 ft) and 5% above
150 m (500 ft)
3%
3%
A

A
A

29
30
31

0.25

1.5% max range excluding
datum error of 5%
1.5% max range including
datum erorr of 1.5%
2o unless higher accuracy
uniquely required.
A

27
28

0.25

Notes:

1. Vso stalling speed or minimum steady flight speed in the landing
configuration.
2.

VD design diving speed.

Record sufficient inputs to determine power.

For aeroplanes with conventional control systems Aor” applies. For
aeroplanes with non-mechanical control systems A and applies. In
aeroplanes with split surfaces, a suitable combination of inputs is
acceptable in lieu of recording each surface separately.

If signal available in digital form.

If signals readily available.

Recording of latitude and longitude from INS or other navigation
system is a preferred alternative.
TABLE 2

PARAMETERS FOR HELICOPTER FLIGHT DATA RECORDERS

13
14
15

30 m to 200 m ( 200 ft
to 700 ft)

50-130%
Full range

1
0.125
0.5
0.5
1
1 (per
engine)
0.5
1

2%
1%
2o%
2o
2o

Discrete

Sensor range
A suitable combination
of discretes
Discrete

2%
2% unless higher
accuracy uniquely required

A
A

Main rotor speed
Pilot input and/or control surface position - primary controls (collective
pitch, longitudinal cyclic pitch, lateral cyclic pitch, tail rotor pedal)
(Note 2)
Hydraulics, each system (low pressure)
Outside air temperature
Autopilot/autho throttle/AFCS mode
and engagement status
Stability augmentation system engagement

-300 m (-1000 ft) to
maximum certificated
altitude of aircraft +
1 500 m (+ 5 000ft)
As the installed measuring system
360o
- 3 g to + 6 g
75o
180o
On-off (one discrete)
Full range

10
11

0.125% per hour

A
A

Heading
Normal acceleration
Pitch attitude
Roll attitude
Radio transmission keying
Power on each engine (Note 1)

A
A
A
A

4
5
6
7
8
9

24 hours

Indicated airspeed

Accuracy limits (Sensor
input compared to FDR
reads-out)

Recording
interval
(seconds)

Time(UTC when available, otherwise
elapsed time)
Pressure altitude

Measurement range

Parameter

Serial
Number

2oC

Note: The preceding 15 parameters satisfy the requirements for a Type VFDR
1
2
0.25

As installed
As installed
1g

As installed
As installed
1.5% max range excluding
datum error of 5%
3% of max range
A

Main gearbox oil pressure
Main gearbox oil temperature
Yaw acceleration (or yaw rate)
Sling road force
Sling load force

16
17
18

0.5

Longitudinal acceleration

0 - 200% of certified
load
1g

0.25

Lateral accelleration

0.25

Radio altitude

-6m to 750m
(-20 ft to 2 500 ft)

1.5% max range excluding
datum error of 5%
1.5% max range excluding
datum error of 5%
0.6m ( 2 ft) or 3%
whichever is greater below
150 m (500 ft) and 5%
above 150 m 500 ft)
A

23
24
25
26
27
28
29

Parameter

Measurement range

Landing gear squat switch status
Localiser deviation
Marker beacon passage
Master warning
NAV1 and 2 frequency selection
(Note 5)
DME 1 and 2 distance (Notes 3 and
4)
Navigation data (latitude / longitude,
ground speed and drift angle) (Note
5)
Landing gear or gear selector position

Recording
interval
(seconds)

Accuracy limits (Sensor
input compared to FDR
reads-out)

Signal range
Signal range
Discrete
Discrete
Full range

1
1
1
1
4

A
A

Serial
Number

3%
3%

0-370 km

As installed

Discrete

As installed

Note: The preceding 30 parameters satisfy the requirements for a Type VFDR

Note:

Record sufficient inputs to determine power.

For helicopters with conventional control systems A or applies.
For helicopters with non-mechanical control systems A and applies.

If signal available in digital form.

Recording of latitude and longitude from INS or other navigation
system is a preferred alternative.

If signals readily available.
TABLE 3
GPS TRAINING SYLLABUS

GPS system components and principle of operation

Demonstrate an understanding of the GPS system and its principles of operation:
X

GPS system components, constellation, control and user

Aircraft equipment requirements

GPS satellite signal and pseudo random code

Principle of position fixing

Method of minimising receiver clock error

Minimum satellites required for navigation functions

Masking function

Performance limitations of various equipment types

GPS use of WGS84 coordinate system.

Navigation system performance requirements

Define the following terms in relation to a navigation system and recall to what extent
the GPS system meets the associated requirements:

Accuracy

Integrity

Means of providing GPS integrity; RAIM; procedural systems integration
X

Availability

Continuity of service.

Authorisation and documentation

Recall the requirements applicable to pilots and equipment for GPS operations:
X

Pilot training requirements

Logbook certification

Aircraft equipment requirements

GPS NOTAM.

GPS errors and limitations

Recall the cause and magnitude of typical GPS errors:
X

Ephemeris

Clock

Receiver

Atmospheric / ionospheric

Multipath

SA (Selected availability)

Typical total error associated with C/A code

Effect of PDOP / GDOP on position accuracy

Susceptibility to interference

Comparison of vertical and horizontal errors

Tracking accuracy and collision avoidance.

Human factors and GPS

Be aware of the human factors limitations associated with the use of GPS equipment.
Apply GPS operating procedures which provide safeguards against navigation errors
and loss of situational awareness due to these causes:
X

Mode errors

Data entry errors

Data validation and checking including independent cross-checking procedures

Automation induced complacency

Non-standardisation of the GPS - pilot interface

Human information processing and situational awareness.

GPS equipment - Specific navigation procedures

Recall and apply knowledge of appropriate GPS operating procedures to typical navigation
tasks using a specific type of aircraft equipment:
X

Select appropriate operational modes

Recall categories of information contained in the navigation database

Predict RAIM availability

Enter and check user defined waypoints

Enter / retrieve and check flight plan data

Interpret typical GPS navigation displays LAT / LONG, distance and bearing to
waypoint, CDI

Intercept and maintain GPS defined tracks

Determine TMG, GS, ETA, time and distance to WPT, WV in flight

Indications of waypoint passage

Use of direct to function

Use of nearest aerodrome function

Use of GPS in GPS and VOR/DME/GPS arrival procedures.

GPS equipment checks

For the specific type of aircraft equipment, carry out the following GPS operational and
serviceability checks at appropriate times:
X

TSO status

Satellites acquired

RAIM status

PDOP / GDOP status

IFR database currency

Receiver serviceability

CDI sensitivity

Position indication

GPS warning and messages

For the specific type of aircraft equipment, recognise and take appropriate action for
GPS warnings and messages, including the following:
X

Loss of RAIM

2D navigation

in Dear Reckoning mode

Database out of date

Database missing

GPS fail

Barometric input fail

Power / battery fail

Parallel offset on

Satellite fail.
ANNEXURE A
GLOBAL POSITIONING SYSTEM
VERIFICATION DATA SHEET

A. GENERAL

Name : ..............................................

Company : ................................

Telephone / Facsimile : ......................................................................................
(Address is only used in the event of clarification. Please report each occurrence
separately)
Make and type of receiver and any special features in use at the time that may
have affected its performance:
B. INTERFERENCE REPORT

Purpose for which GPS was being used (survey, navigation, etc) and its mode of
use (eg. Stationary, In flight, OCA, over land, etc.):
..................................................................................................................................
Location of receiver antenna (eg. remote mounted on A/C)
..................................................................................................................................
Date, time and nature of GPS malfunction and variation with time / distance
travelled:
..................................................................................................................................
..................................................................................................................................

INTEGRITY / RAIM LOSS REPORT
RAIM mode:
En route

Date and time

Period of loss

Location

Comments:
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
...........................................................................................................................................
Please forward completed forms to: DCA Namibia
_________________

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