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Approach and landing operations using instr~lmenat pproach procedures.
Categay I (CAT I) operation. For a Category I operation, the United Stales requires a decision
height (DH) of not less than 200 ft (60 m) and either visibility of not less than one-half mile (800 m) or
a runway visual range of 2 400 f (732 m) (RVR 1 800 ft (548 m) ) with operative touchdown zone and
runway centre line lights).
Categoly II(CATII) operation. The Uniled Stales requires lhat Calegory IIprovide approaches to minima
of less than 200 ft (60 m) decision height12 400 ft (732 km) runway visual range to as low as I00 ft (30 m)
dccision height/l 200 A (365 m) runway visual range.
Category IIIB (CATIIIB) operation. The United States criteria are the same as those adopted in Annex 6,
Part 11. However, the runway visual nnge is expressed in feet less than 700 ft (200 m) but not less than
150 ft (SO m).
Minimum descent altitude (MDA) or minimum descent height (MDH). The United Stales does not usc the
term MDH (or height above aerodrome) to describe an altitude or height in a non-precision approach or
circling approach below which descent must be made without the required visual reference.
CHAPTER 3
3.5"
CHAPTER 4
General
The pilot-in-command is not required to have available on board the aeroplane information concerning
search and rcscue services.
In addition to the flight preparation requirements of Annex 6, Part 11, Chapter 4, the United States requires
United States-registered large or turbine-powered multi-engine general aviation, passenger-carrying
aircraft, wherever operated, to adequately secure and stow food, beverage, and passenger service
equipment during aircraft movement on the surface, take-off, and landing.
Except for large and turbine-powered multi-engine aeroplanes, the United States does not require he
pilot-in-command to ensure thal crew members and passengers are familiar with the location and use of
emergency exits, life jackels, oxygen dispensing equipment or other emergency equipment provided for
individual use.
"Recommended Practice
2 UNITEDST ATES SUPPLEMENTTO ANNEX6 , PARTI I (SIXTHE DITION)
4.3.2 Except for large and turbine-powered multi-engine aeroplanes, the United States does not require the
pilot-in-command to ensure that all persons on board are aware of the location and general manner of use
of the principal emergency equipment carried for collective use.
4.6.2.1 The United States does not require a destination alternate aerodrome when the weather at the aerodrome
of intended landing is forecast to have a ceiling of at least 2 000 ft (600 m) and a visibility of at least
3 miles (4.8 krn). In addition, standard alternate aerodrome minima are prescribed 600 f (1 85 m) ceiling
and 2 miles (3.2 km) visibility for precision approaches, and 800-ft (243 m) ceiling and 2 miles (3.2 lm)
visibility for non-precision approaches.
Under United States regulations, the forecast period for the destination alternate aerodrome is from one
hour before to one hour after the estimated time of arrival. In addition, the minima for ceilinglvisibility
at the aerodrome of intended landing are 2 000 fi (600 m) and 3 miles (4.8 km); that is, when at least such
minima exist, no alternate aerodrome is required.
In addition to the Standard prescribed in Annex 6, Part II,4.6.4, the United States prohibits a pilot from
taking off a United States-registered large or turbine-powered multi-engine general aviation aeroplane if
there is frost, snow, or ice adhering to critical systems, components and surfaces of the aircraft.
The United States does not specify the authority, qualifications or competency of persons permitted to taxi
aeroplanes on the movement area of an aerodrome.
The pilot-in-command is not required to ensure that all persons on board the aircraft during an emergency
are instructed in emergency procedures.
CHAPTER 6
General
The United States has no provisions concerning aircraft refuelling with passengers on board.
In addition to the aeroplane instruments and equipment standards prescribed in Annex 6, Part 11,
Chapter 6, the United States requires that all United States-registered turbojet-powered aeroplanes
wherever operated be equipped with an altitude alerting system or device. The United States also requires
that all transport category aeroplanes used in air commerce in the United Statcs and all
United States-registered transport category aeroplanes used in air commerce outside the United States
must use an aural speed warning device.
The United States requires that all large and turbine powered multi-engine general aviation aircraft of
United States registry have the following emergency equipment in addition to the equipment specified in
　
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