2/28/2018 Approach Ban

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Approach Ban
International Operations Appendices
Most U.S. pilots hear the term "approach ban" and assume it has
nothing to do with them, but it does. What is it? You can think of it
as the U.S. 14 CFR 135 rule that says you can't take o unless you
have what it takes to land at your destination. Too heavy to land?
Can't takeo . Weather great here, bad there? Can't takeo . Simple.
It is the ICAO Law of the Land, but there are exceptions.

Eddie Sez:
Internationally it often also only applied to commercial operators, but not always.
Before applying takeo power for a destination not domestic, you should have scanned
the appropriate Jeppesen Airway Air Tra c Control page and looked for the term
"continuation of approach" or something similar.

Everything here is from the references shown below, with a few comments in orange.

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ICAO Standards and Recommended Practices

Commercial Aviation
[ICAO Annex 6, Part I, ¶4.2.8.1 Aerodrome operating minima] The State of the
Operator shall require that the operator establish aerodrome operating minima for
each aerodrome to be used in operations and shall approve the method of
determination of such minima. Such minima shall not be lower than any that may
be established for such aerodromes by the State in which the aerodrome is located,
except when speci cally approved by that State.

Note 1.— This Standard does not require the State in which the aerodrome is
located to establish aerodrome operating minima.

Note 2.— The use of head-up displays (HUD) or enhanced vision systems (EVS) may
allow operations with lower visibilities than normally associated with the aerodrome
operating minima.

[ICAO Annex 6, Part I, ¶4.4.1 Aerodrome operating minima]

4.4.1.1 A ight shall not be continued towards the aerodrome of intended landing,
unless the latest available information indicates that at the expected time of arrival,
a landing can be e ected at that aerodrome or at least one destination alternate
aerodrome, in compliance with the operating minima established in accordance
with 4.2.8.1.

4.4.1.2 An instrument approach shall not be continued beyond the outer marker x
in case of precision approach, or below 300 m (1,000 ft) above the aerodrome in
case of non-precision approach, unless the reported visibility or controlling RVR is
above the speci ed minimum.

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4.4.1.3 If, after passing the outer marker x in case of precision approach, or after
descending below 300 m (1,000 ft) above the aerodrome in case of non-precision
approach, the reported visibility or controlling RVR falls below the speci ed
minimum, the approach may be continued to DA/H or MDA/H. In any case, an
aeroplane shall not continue its approach-to-land at any aerodrome beyond a point
at which the limits of the operating minima speci ed for that aerodrome would be
infringed.

Note.— Controlling RVR means the reported values of one or more RVR reporting
locations (touchdown, mid-point and stop-end) used to determine whether
operating minima are or are not met. Where RVR is used, the controlling RVR is the
touchdown RVR, unless otherwise speci ed by State criteria.

General Aviation
[ICAO Annex 6, Part II, ¶2.2.2.2 Aerodrome operating minima] The pilot-in-
command shall not operate to or from an aerodrome using operating minima lower
than those which may be established for that aerodrome by the State in which it is
located, except with the speci c approval of that State. Note.— It is the practice in
some States to declare, for ight planning purposes, higher minima for an
aerodrome when nominated as an alternate, than for the same aerodrome when
planned as that of intended landing.

[ICAO Annex 6, Part II, ¶2.2.4.1] Aerodrome operating minima

2.2.4.1.1 A ight shall not be continued towards the aerodrome of intended landing,
unless the latest available information indicates that at the expected time of arrival,
a landing can be e ected at that aerodrome or at least one destination alternate
aerodrome, in compliance with the operating minima established in accordance
with 2.2.2.2.

2.2.4.1.2 An instrument approach shall not be continued beyond the outer marker
x in case of precision approach, or below 300 m (1,000 ft) above the aerodrome in
case of non-precision approach, unless the reported visibility or controlling RVR is
above the speci ed minimum.

2.2.4.1.3 If, after passing the outer marker x in case of precision approach, or after
descending below 300 m (1,000 ft) above the aerodrome in case of non-precision
approach, the reported visibility or controlling RVR falls below the speci ed
minimum, the approach may be continued to DA/H or MDA/H. In any case, an
aeroplane shall not continue its approach-to-land beyond a point at which the limits
of the aerodrome operating minima would be infringed.

Note.— Controlling RVR means the reported values of one or more RVR reporting
locations (touchdown, midpoint and stop-end) used to determine whether
operating minima are or are not met. Where RVR is used, the controlling RVR is the
touchdown RVR, unless otherwise speci ed by State criteria.

ICAO Annex 6 Part I is "International Commercial Air Transport - Aeroplanes" and

Part II is "International General Aviation - Aeroplanes." The approach ban policy
applies to both.

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EASA Exception
The rules in Europe, at one point, were known as JAA OPS but that gave way to EU
Ops under the EASA.

[Commission Regulation (EU) No 965, ¶CAT.OP.MPA.305]

a. The commander or the pilot to whom conduct of the ight has been delegated
may commence an instrument approach regardless of the reported RVR/VIS.
You can start the approach regardless of weather, but there is a limit to how low
you can go . . .

b. If the reported RVR/VIS is less than the applicable minimum the approach shall
not be continued:
1. below 1,000 ft above the aerodrome; or
2. into the nal approach segment in the case where the DA/H or MDA/H is more
than 1,000 ft above the aerodrome.
c. Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
d. If, after passing 1,000 ft above the aerodrome, the reported RVR/VIS falls below
the applicable minimum, the approach may be continued to DA/H or MDA/H.
If the visibility then goes below, you can continue to the DA/H or MDA/H.

e. The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the visual reference adequate for the type of approach
operation and for the intended runway is established at the DA/H or MDA/H and
is maintained.
And if you have the reference you need to land at that point, you may.

U.S. Exception
[14 CFR 135, §135.219] No person may take o an aircraft under IFR or begin an IFR
or over-the-top operation unless the latest weather reports or forecasts, or any
combination of them, indicate that weather conditions at the estimated time of
arrival at the next airport of intended landing will be at or above authorized IFR
landing minimums.

[14 CFR 135, §135.225]

(a) Except to the extent permitted by paragraph (b) of this section, no pilot may
begin an instrument approach procedure to an airport unless—

(1) That airport has a weather reporting facility operated by the U.S. National
Weather Service, a source approved by U.S. National Weather Service, or a source
approved by the Administrator; and

(2) The latest weather report issued by that weather reporting facility indicates that
weather conditions are at or above the authorized IFR landing minimums for that
airport.

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(b) A pilot conducting an eligible on-demand operation may begin an instrument

approach procedure to an airport that does not have a weather reporting facility
operated by the U.S. National Weather Service, a source approved by the U.S.
National Weather Service, or a source approved by the Administrator if—

(1) The alternate airport has a weather reporting facility operated by the U.S.
National Weather Service, a source approved by the U.S. National Weather Service,
or a source approved by the Administrator; and

(2) The latest weather report issued by the weather reporting facility includes a
current local altimeter setting for the destination airport. If no local altimeter setting
for the destination airport is available, the pilot may use the current altimeter
setting provided by the facility designated on the approach chart for the destination
airport.

(c) If a pilot has begun the nal approach segment of an instrument approach to an
airport under paragraph (b) of this section, and the pilot receives a later weather
report indicating that conditions have worsened to below the minimum
requirements, then the pilot may continue the approach only if the requirements of
§91.175(l) of this chapter, or both of the following conditions, are met—

(1) The later weather report is received when the aircraft is in one of the following
approach phases: (i) The aircraft is on an ILS nal approach and has passed the nal
approach x;

(ii) The aircraft is on an ASR or PAR nal approach and has been turned over to the
nal approach controller; or

(iii) The aircraft is on a nonprecision nal approach and the aircraft—

(A) Has passed the appropriate facility or nal approach x; or

(B) Where a nal approach x is not speci ed, has completed the procedure turn
and is established inbound toward the airport on the nal approach course within
the distance prescribed in the procedure; and

(2) The pilot in command nds, on reaching the authorized MDA or DA/DH, that the
actual weather conditions are at or above the minimums prescribed for the
procedure being used.

(d) If a pilot has begun the nal approach segment of an instrument approach to an
airport under paragraph (c) of this section and a later weather report indicating
below minimum conditions is received after the aircraft is—

(1) On an ILS nal approach and has passed the nal approach x; or

(2) On an ASR or PAR nal approach and has been turned over to the nal approach
controller; or

(3) On a nal approach using a VOR, NDB, or comparable approach procedure; and
the aircraft— (i) Has passed the appropriate facility or nal approach x; or

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(ii) Where a nal approach x is not speci ed, has completed the procedure turn
and is established inbound toward the airport on the nal approach course within
the distance prescribed in the procedure; the approach may be continued and a
landing made if the pilot nds, upon reaching the authorized MDA or DH, that
actual weather conditions are at least equal to the minimums prescribed for the
procedure.

(e) The MDA or DA/DH and visibility landing minimums prescribed in part 97 of this
chapter or in the operator's operations speci cations are increased by 100 feet
and1/2mile respectively, but not to exceed the ceiling and visibility minimums for
that airport when used as an alternate airport, for each pilot in command of a
turbine-powered airplane who has not served at least 100 hours as pilot in
command in that type of airplane.

(f) Each pilot making an IFR take- o or approach and landing at a military or foreign
airport shall comply with applicable instrument approach procedures and weather
minimums prescribed by the authority having jurisdiction over that airport. In
addition, no pilot may, at that airport—

(1) Take o under IFR when the visibility is less than 1 mile; or

(2) Make an instrument approach when the visibility is less than 1/2 mile.

(g) If takeo minimums are speci ed in part 97 of this chapter for the take- o
airport, no pilot may take o an aircraft under IFR when the weather conditions
reported by the facility described in paragraph (a) (1) of this section are less than
the takeo minimums speci ed for the takeo airport in part 97 or in the certi cate
holder's operations speci cations.

(h) Except as provided in paragraph (i) of this section, if takeo minimums are not
prescribed in part 97 of this chapter for the takeo airport, no pilot may takeo an
aircraft under IFR when the weather conditions reported by the facility described in
paragraph (a)(1) of this section are less than that prescribed in part 91 of this
chapter or in the certi cate holder's operations speci cations.

(i) At airports where straight-in instrument approach procedures are authorized, a

pilot may takeo an aircraft under IFR when the weather conditions reported by the
facility described in paragraph (a)(1) of this section are equal to or better than the
lowest straight-in landing minimums, unless otherwise restricted, if—

(1) The wind direction and velocity at the time of takeo are such that a straight-in
instrument approach can be made to the runway served by the instrument
approach;

(2) The associated ground facilities upon which the landing minimums are
predicated and the related airborne equipment are in normal operation; and

(3) The certi cate holder has been approved for such operations.

The bottom line in the U.S. is this: if you are a commercial operator you cannot
takeo if your destination is below minimums, once you get there you cannot start
the approach unless the weather is good enough, and once you've started the
approach if the weather goes down you have to abandon the approach. If you are
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not a commercial operator, this does not apply to you. You can takeo even if your
destination is below minimums. You can begin the approach. If you nd yourself at
minimums and have the necessary visual references, you can land.

Other Exceptions
Other countries remove approach ban restrictions for some or all operators, or
impose further restrictions. You should refer to the country's Jeppesen Airways
Manual Air Tra c Control pages. A few examples:

India
[Jeppesen Airway Manual / Air Tra c Control / State Rules and Procedures - India,
20 Dec 2013]

An instrument approach shall not commenced if the reported RVR/Visibility is

below the applicable minimum. If, after commencing an instrument approach,
the reported RVR/Visibility falls below the applicable minimum, the approach
shall not be continued:
a. below 1000ft above the aerodrome; or
b. into the nal approach segment in the case where the DA/H or MDA/H is
more than 1000ft above the aerodrome.
Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
If, after passing 1000ft above the aerodrome elevation, the reported
RVR/visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.

Japan
[Jeppesen Airway Manual / Air Tra c Control / State Rules and Procedures - Japan,
20 Dec 2013]

An aircraft shall not takeo or start an approach to land at any airport if the
observed RVR is less than the meteorological minimums for that airport.
Prior to commencing an instrument approach, if the weather conditions at the
airport are below the published or the pilot's landing minimums, the pilot
should notify the ATC facility or Airport Advisory Service Units and request
clearance to hold or to proceed to an alternate airport.
After commencing an instrument approach and it is determined that the pilot
can continue the approach beyond a prescribed point such as the FAF, OM,
1000 ft above aerodrome elevation or other points accepted by the authority
and if the reported weather conditions have worsened to below the published
or the pilot's landing minimums, the pilot may continue the approach to DA or
MDA. An approach to land may be continued if the pilot, upon reaching the
DA/H or MDA/H, nds the actual weather conditions are at or above the lowest
weather condition for landing.

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South Africa
[Jeppesen Airway Manual / Air Tra c Control / State Rules and Procedures - South
Africa, 20 Dec 2013] South African Republic State minimums and Approach Ban
Information are in accordance with JAR-OPS 1 AOM (EU-OPS 1 Subpart E Appendix 1
to OPS 1.430 old) (ATC Chapter EU-OPS 1 - AERODROME OPERATION MINIMUMS
(AOM)).

United Kingdom
[Jeppesen Airway Manual / Air Tra c Control / State Rules and Procedures - United
Kingdom, 20 Dec 2013]

An aircraft may commence an instrument approach regardless of the reported

RVR/Visibility but the approach shall not be continued below 1000ft above the
aerodrome if the relevant RVR/Visibility for that runway is at the time less than
the speci ed minimum for landing.
Note: Where the MAPt is designated as 1NM after RTR, talkdown will still cease
at 2NM (RTR), and it will be the pilots responsibility to determine when the
MAPt has been reached.

If, after passing 1000ft in accordance with above para, the reported
RVR/Visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.

Book Notes
Portions of this page can be found in the book International Operations Flight
Manual (book_notes_iofm.htm), Part VIII, Chapter 7.

References (links.htm)
14 CFR 135, Title 14: Aeronautics and Space, Operating Requirements: Commuter
and On Demand Operations and Rules Governing Persons on Board Such Aircraft,
Federal Aviation Administration, Department of Transportation

Commission Regulation (EU) No 965/2012 of 5 October 2012

(pdfs/eu_regulation_965_2012_technical_requirements_aro_oro_cat_spa.pdf),
O cial Journal of the European Union

ICAO Annex 6 - Operation of Aircraft - Part 1 Commercial Aircraft

(pdfs/icao_annex_6_part_i_10th_edition_july_2016_.pdf), International Standards
and Recommended Practices, Annex 6 to the Convention on International Civil
Aviation, Part I, July 2010

ICAO Annex 6 - Operation of Aircraft - Part 2 General Aviation

(pdfs/icao_annex_6_part_ii_9th_edition_july_2016_.pdf), International Standards and
Recommended Practices, Annex 6 to the Convention on International Civil Aviation,
Part II, July 2008
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