Here are some ambiguous
regulatory provisions. How does one interpret the same? Can a PIC continue with
the landing if the required visual references have been established at DA/H
or MDA/H, when reported RVR is below
minima? Who is to say that the required visual references have been established
and maintained below DA/H or MDA/H? Will
there be a trust deficit issue here ?
EU
Ops 1.405
(c) If, after passing the outer marker or
equivalent position in accordance with (a) above, the reported RVR/visibility
falls below the applicable minimum, the approach may be continued to 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 required visual reference is established at the DA/H or MDA/H and is
maintained.
ICAO Annexe 6
4.4.1.3 If, after passing the outer
marker fix 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 specified 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 specified for that aerodrome would be infringed.
Indian DGCA CAR D8C-C1
Approach ban: If weather deteriorates
after an aircraft has passed the approach ban point, the aircraft already on
approach may continue 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.
Indian DGCA CAR D8O-O2
4.4.1.3 If, after passing the outer
marker fix in case of precision approach, or after descending below 300 m (1000
ft) above the aerodrome in case of non- precision approach, the reported
visibility or controlling RVR falls below the specified 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 specified for that aerodrome
would be infringed.
Where do aircraft go when they die? The global
aviation sector is expanding at a rapid pace and by 2050; the industry could be
handling some 16 billion travellers and 400 million tons of cargo annually. At
some stage, maintenance, repair and upgrading become uneconomic and at this
point the owner will consider taking the aircraft out of service. It is
estimated that over 9,700 aircraft are to be permanently retired or withdrawn
from service over the next 20 years. In many cases the retired airframe will
contain valuable components and parts that can be returned to 
