GOVERNMENT OF INDIA

CIVIL AVIATION DEPARTMENT

OFFICE OF THE

DIRECTOR GENERAL OF CIVIL AVIATION

OPP. SAFDARJUNG AIRPORT, NEW DELHI 110 003
TELEPHONE: 091-011-4635261
4644768
FAX:
091-011-4644764
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31-74127

TELEGRAMS:

AIRCIVIL

Reference: No.:
Dated:

AV.22024/9/2002-FID
13th December, 2002

OPERATIONS CIRCULAR NO. 5 OF 2002

Subject:

Enhanced Ground Proximity Warning

(EGPWS) - Operation and Training

System

1.

Introduction

1.1

CAR Section 2, Series I, Part VII Issue II dated 28 May 1999 requires that
Enhanced Ground Proximity Warning System (EGPWS) be installed and
operated on all turbine engine aircraft having a Maximum AUW of more
than 15000 Kgs and/ or seating capacity of more than 30 passengers by
01 January 2003.

1.2

The EGPWS or TAWS (Terrain Avoidance and Warning System) is a

Terrain Awareness and Alerting system providing terrain alerting and
display functions. It uses aircraft inputs including geographical position,
altitude, attitude, airspeed and glide slope deviation. These are used with
internal terrain, obstacles and airport databases to predict potential conflict
between the aircraft flight path and the terrain or an obstacle. A terrain or
an obstacle conflict results in a visual and audio caution or warning alert.

1.3

Additionally EGPWS provides alerts for excessive glide slope deviation,

too low with flaps and gear not in landing configuration, and optionally
provides bank and radio altimeter callouts based on the system program
pin selection and the type of equipment installed.

2.

Enhanced Features of EGPWS

2.1

Terrain Look Ahead Alerting and Display (TADS) or Forward Looking

Terrain Avoidance (FLTA) provide a graphic display of the surrounding
terrain on the Weather Radar Indicator, EFIS, or a dedicated display to
improve vertical situational awareness and increase alerting time.

2.2

The GPWS provides ground proximity visual and audio alerts based on
the radio altimeter readouts. The EGPWS uses the GPS/ FMS position of
the aircraft in conjunction with the internal terrain, obstacles and airport
database to provide predictive warnings.

2.3

Terrain Clearance Floor feature provides an additional element of

protection by alerting the pilot of possible premature descent for nonprecision approaches. This feature is enabled with the TADS feature.

2.4

Runway Field Clearance Floor provides protection when a runway is at an

elevation significantly higher than the surrounding terrain like in the case
of Mangalore or Calicut, by referring to the Geometric Altitude in lieu of the
Radio Altimeter.

2.5

The Geometric Altitude based on GPS altitude, is a computed pseudobarometric altitude designed to reduce or eliminate altitude errors resulting
from temperature extremes, non-standard pressure altitude conditions and
altimeter miss-sets.
Note:
Some of the enhanced features may not be available on all models.
Aircrews are required to refer to the Aircraft Flight Manual or the EGPWS
Flight Manual Supplement for details on the operations of the EGPWS
fitted on their aircraft.

3.

EGPWS Initial Training

All Operators are required to provide suitable training to their crew for the
optimum use of EGPWS in avoiding CFIT and Approach and Landing
Accidents. The following guidelines are provided to prepare the training
syllabus.

3.1

EGPWS Academic Training should comprise of the following:

Theory of operation, means of surveillance and terrain avoidance

Alert thresholds in different modes of operation
Limitations, i.e. it should not be used as a means of navigation
Inhibits and when they may be used
Operating Procedures, operating controls, display interpretation
Response required to various cautions and warnings
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Crew Coordination
Reporting requirements to ATC on RT as well as written reports when
required

The minimum duration of this training is recommended to be 3 hours.

EGPWS warnings must never be ignored. However, the pilot's
response may be limited to that appropriate for a caution only if the
aeroplane is being operated by day in clear visual conditions, and it
is immediately obvious to the pilot that the aircraft is in no danger in
respect of its configuration, proximity to terrain or current flight path.
3.2

EGPWS Initial Evaluation

3.2.1 Pilot understanding of the academic training items should be assessed.

3.2.2 Pilot understanding of the maneuver training items should be assessed in
a flight simulator equipped with EGPWS visual and aural displays and
inhibit selectors similar in appearance and operation to those in the aircraft
the pilot will fly, and the results assessed by a synthetic flight instructor,
synthetic flight examiner, type rating instructor or type rating examiner.
3.2.3 In case the EGPWS is not installed on the type simulator the same
training may be given on another simulator having similar type of EGPWS
equipment as installed in the aircraft operated by the crew after taking
prior approval from the DGCA.
3.2.4 An alternative Computer Based system may also be used to practice the
EGPWS maneuvers.
3.2.5 The range of scenarios should be designed to give confidence that proper
and timely response to EGPWS cautions and warnings will result in the
aircraft avoiding a CFlT accident. To achieve this objective, the pilot
should demonstrate taking the correct action to prevent a caution
developing into a warning and, separately, the escape maneuver needed
in response to a warning. These demonstrations should take place when
the external visibility is zero, though there is much to be learnt if, initially,
the training is given in 'mountainous' or 'hilly' terrain with clear visibility.
This training should comprise a sequence of scenarios, rather than be
included in line orientated flying training (LOFT).
3.2.6 This training is to be incorporated in the profile training programme for
Pilots who undergo profile training for initial endorsements of licences and
various exercises could be spread over the profile training.
3.2.7 All other pilots are to be imparted the above training expeditiously. The
simulator training may be of a minimum of 45 minutes including briefing.
Two pilots may be trained in this period, and each pilot must be given seat
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orientated training. A record should be made, after the pilot has

demonstrated competence, of the scenarios that were practiced. Hence all
pilots should complete the training within six months.
4.

EGPWS Recurrent Training (Annual)

EGPWS recurrent training ensures that pilots maintain the appropriate
EGPWS knowledge and skills. In particular, it reminds pilots of the need to
act promptly in response to cautions and warnings, and of the unusual
attitude associated with flying the escape maneuver. An essential item of
recurrent training is the discussion of any significant issues and
operational concerns that have been identified by the operator. Recurrent
training should also address changes to EGPWS logic, parameters or
procedures and to any unique EGPWS characteristics of which pilots
should be aware. This Recurrent Training may be a part of the annual
Ground Training Refresher and Simulator Recurrent Training, where
different exercises may be included to refresh procedures and
competency be checked on regular basis in IR/LR/Skill Test.

5.

Reporting Procedures

5.1

Verbal Reports should be made promptly to the appropriate air traffic

control unit:

5.2

Whenever any maneuver has caused the aircraft to deviate from an air
traffic clearance
When, subsequent to a maneuver that has caused the aircraft to deviate
from an air traffic clearance, the aircraft has returned to a flight path that
complies with the clearance
When Air Traffic Control issues instructions that, if followed, would cause
the crew to maneuver the aircraft towards terrain or obstacle and it
appears from the display that a potential CFlT occurrence is likely to
result.
Written Reports should be submitted whenever the aircraft flight path has
been modified in response to a EGPWS alert (false, nuisance or genuine).

5.2.1 EGPWS Occurrence Report is required to be raised whenever an EGPWS

alert has been issued and is believed to have been false, or if it is believed
that an EGPWS alert should have been issued but was not, or when an
alert was required and was correctly given by the equipment. The same
must be entered in the Aircraft Flight Log as well.
5.2.2 A copy of the report is attached as Appendix A to this circular. Whenever
such a report is raised, it is necessary to forward a copy to the office of the
Regional Safety Office and Director Air Safety, DGCA HQ within 48 hours.

5.2.3 Subsequent Classification of EGPWS Occurrence Reports

Within this Circular, and with regard to reports:
False means that EGPWS issued an alert that could not possibly be
justified by the position of the aircraft in respect to terrain, and it is
probable that a fault or failure in the system (equipment and/or input data)
has been the cause.
Nuisance means that TAWS issued an alert that was appropriate but not
needed because the flight crew could determine by independent means
that the flight path was at that time safe.
Genuine means that TAWS issued an alert that was both appropriate and
necessary.
5.2.4 The above terms have value in assessing, only after the occurrence is
over and to facilitate subsequent analysis, the adequacy of the equipment
and the programs it contains. It is not intended that flight crew should
attempt to classify an alert into any of these three categories when visual
and/ or aural cautions or warnings are annunciated. In case of false and
nuisance warnings, the snag must be entered for rectification. After
analysis the Operator must submit the findings of such analysis to the
DGCA.
6.

Applicability

All Operators who are required to operate aircraft equipped with EGPWS
as per CAR Section 2, Series I, Part VII Issue II dated 28-5-1999, must
ensure that the crew are given at least the minimum training and follow the
procedures as proposed in this circular. The operator must maintain
necessary records of ground and simulator training given to the crew for
perusal by the DGCA as and when required.
The training requirements as laid down in this Circular shall be
incorporated by the operators in their Operations Manual.

Sd/(Capt Dilip Kharkar)

Chief Flight Operations Inspector
for Director General of Civil Aviation
To
All Scheduled/Non-scheduled Operators

Appendix A to (Operational Circular No. 5 / 2002 Dated 10-2002)

EGPWS Occurrence Report

1. Name of Operator

2. Date and time of Occurrence

3. Type of Aircraft

4. Aircraft Registration

5. Crew Details:

Captain:
First Officer:
Other Crew Member if any
:

6. Location
:
(Latitude/ Longitude or Geographical position in relation to a ground
feature or Navigation aid)
7. Altitude and flight path

8. Alert provided

9. Action taken

10. Comments of Crew

Signature of Captain
Note: This report must be raised any time an Alert is provided by the EGPWS,
and forwarded to the Regional Safety Office and the Director Air Safety, DGCA
HQ within 48 hours of the occurrence.

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