Document ID: chunk:federal_register_of_legislation:F2025C00187:reg:6:p7
Version: federal_register_of_legislation:F2025C00187
Segment Type: reg
Provision Reference: reg 6 (pt 7/10)
Character Range: 219390–222285

navigational tolerance for the navigation aid being used;
(b) when using GNSS as a substitute or alternative to a ground-based navigation aid — if there is a sustained deviation from the centreline of the IAP other than during a transient manoeuvre;
(c) when below the MSA — if the navigational aid in use for the IAP becomes unreliable or inoperative;
       Note 1   Examples of when a navigational aid for an approach becomes unreliable or inoperative include a RAIM warning for a GNSS approach, a red flag for a VOR approach, or a loss of the ident for an NDB approach.
       Note 2   If, after the pilot in command has commenced the missed approach procedure, a RAIM warning ceases or there is no longer loss of data integrity, the pilot may execute the missed approach using GNSS-derived information.
(d) if the requirements in subsection (2) are not met for the IAP being flown, and the aircraft:
           (i) for an APV or a PA:
            (A) has arrived at the minimum altitude; or
            (B) has passed the minimum altitude but has not touched down; or
 (ii) for an NPA:
            (A) has arrived at the missed approach point; or
            (B) is being operated below minimum altitude;
(e) if the aircraft is conducting a circling manoeuvre and:
           (i) the flight visibility reduces below the minimum visibility; or
           (ii) an identifiable part of the aerodrome is not distinctly visible to the pilot in command (apart from loss of visibility due to normal aircraft manoeuvring during the approach).
       (2) For paragraph (1) (d), the requirements are as follows:
(a) the aircraft must be continuously in a position from which a descent to a landing on the intended runway or, for a rotorcraft, flight to a landing or hover on or over the intended FATO, may be made:
           (i) at a normal rate of descent; and
           (ii) using normal manoeuvres; and
           (iii) that allows touchdown to occur within the TDZ of the runway or TLOF of intended landing;
(b) for other than low-visibility operations;
           (i) the flight visibility must be not less than the landing minima specified in section 15.10; and
           (ii) at least 1 of the following visual references for the intended runway or FATO must be distinctly visible and identifiable to the pilot in command:
            (A) elements of the approach lighting system;
            (B) the threshold;
            (C) the threshold markings;
            (D) the threshold lights;
            (E) the runway identification lights;
            (F) the FATO itself;
            (G) the visual approach slope indicator;
            (H) the TDZ or TDZ markings;
            (I) the TDZ lights;
            (J) the FATO or runway lights;
       Note   There are certain non-precision approach procedures that have a minimum flight visibility of 5 km, and where the geographical point of