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or Recommended Practice as applicable to State aircraft. In accordance with Article 3(a) of the
Convention of International Civil Aviation, the Convention and its Annexes are not applicable to
State aircraft. In so far as any provisions of Annexes 2, 6, 10 or 11 address the operation or control
of State aircraft, the U.S. considers such provisions to be in the nature of a special recommendation
of the Council, advisory only, and not requiring the filing of differences under Article 38 of the
Convention.
Chapter 1 Definitions
Category I
(Cat I)
operation
For a Category I operation, the U.S. requires a decision height (DH) of not less than 200 feet and
either visibility of not less than 1/2 mile or a runway visual range of 2,400 feet (RVR 1,800 feet
with operative touchdown zone and runway centerline lights).
Category II (Cat
II)
operation
The U.S. requires that Category II provide approaches to minima of less than 200 feet DH/2,400
runway visual range to as low as 100 feet DH/1,200 runway visual range.
Category IIIA
(Cat IIIA)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as not less than 700 feet (200 meters).
Category IIIB
(Cat IIIB)
operation
U.S. criteria are the same as those adopted in Part 1 of Annex 6. However, the runway visual range
is expressed as less than 700 feet (200 meters), but not less than 150 feet (50 meters).
31 JULY 08
AIP
United States of America
GEN 1.7−31
15 MAR 07
Federal Aviation Administration Nineteenth Edition
Minimum
descent
altitude (MDA)
or minimum
descent height
(MDH)
The U.S. does not use MDH (or height above airport) as an altitude or height in a nonprecision
approach or circling approach below which descent must not be made without the required visual
reference.
Chapter 3 General
3.5 The pilot−in−command is not required to have available on board the airplane essential information
concerning search and rescue services.
Chapter 4 Flight Preparation and In−Flight Procedures
4.3 Except as provided for in 14 CFR 91.519 for large and turbine−powered, multi−engine airplanes,
the pilot−in−command is not required to ensure that crew members and passengers are familiar with
the location and use of emergency exits, life jackets, oxygen dispensing equipment, or other
emergency equipment provided for individual use.
4.6.2.1 A destination alternate airport is not required when the weather at the airport of intended landing is
forecast to have a ceiling of at least 2,000 feet and a visibility of at least 3 miles. In addition,
standard alternate airport minima are prescribed as follows: 600−foot ceiling and 2 miles visibility
are prescribed for precision approaches, and 800−foot ceiling and 2 miles visibility for nonprecision
approaches.
4.6.2.2 b) The forecast period for the destination alternate airport is from 1 hour before to 1 hour after the
estimated time of arrival. In addition, the minima for ceiling/visibility at the airport of intended
landings are 2,000 feet and 3 miles; that is, when at least such minima exist, no alternate airport is
required.
4.6.3 A flight is permitted to continue towards the airport of intended landing when the latest available
meteorological information indicates that conditions at that airport will, at the expected time of
arrival, be at or below the specified airport meteorological minima.
4.9 The pilot−in−command is not required to ensure that all persons on board the aircraft during an
emergency are instructed in emergency procedures.
4.14 b) The pilot−in−command is not required to discontinue a flight at the nearest suitable airport when
flight crew members’ capacity to perform functions is significantly reduced by impairment of
faculties from causes such as fatigue, sickness or lack of oxygen.
4.18.1, 4.18.2 The recommendation concerning aircraft refueling with passengers on board is not addressed in
U.S. regulations. U.S. experience has not demonstrated a need for such regulation.
Chapter 6 Aeroplane Instruments and Equipment
6.1.3.1.1 All airplanes on all flights are not required to be equipped with an accessible first aid kit, portable
fire extinguishers, seat or berth for each person, current and suitable air navigation charts, or spare
electrical fuses. However, spare fuses are required on all airplanes operated at night or under
instrument flight rules.
In addition, general aviation aircraft presently are not required to carry on board either procedures,
as prescribed in Annex 2, for pilots−in−command of intercepted aircraft or visual signals for use by
　
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