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Facility Status and Reporting System 55 -NOTAM 56
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RVR Measurements and Reporting 56 System
7. Low Visibility Procedure
- Criteria for implementing SP/LVP 59
-Cancellation of SP/LVP 60
- LVP Operation/Approach Control 61 Procedure
-Aerodrome Control Procedure, Surface 62
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Movement Control Procedure 63
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Taxing in Low Visibility Condition 65
8. Flight Preparations CAT-II / III A/B Briefing
-Pre-flight Preparation, 69
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Approach Preparation 69
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Downgrading Conditions 71
9. Operating Limitations
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Maximum Wind Conditions for 73 CAT II/III A/B
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Automatic Landing 74
10. Practice Approaches
- Automatic Landing in CAT I 75
-Practice Approach 76
11. Required Equipments
-Required Equipment for CAT II / III 79
12. Flight Phase Related Procedures
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Warning for ILS Approach 81
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Failure and Associated actions above 1000 ft for CAT II or CAT III 82
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Failure and Associated actions below 83 1000 ft for CAT II Approach
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Failure and Associated actions below 84 1000 ft CAT III Approach with DH
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Failure and Associated actions below 85 1000 ft CAT III Approach without DH
13. Weather Phenomenon
- Fog, Low Stratus Clouds 87
-Precipitation, Wind Shear 88
- Operation on Contaminated Runway 91
Chapter 1 – Introduction
1.1 General
Landing in low visibility is perhaps one of the most “exciting” ways to operate an aircraft but is certainly the most demanding. Such progress in civil aviation was made possible by huge improvements in aircraft automatic control systems over the last 40 years coupled with stringent requirements for airfield equipments and crew qualification. In Category III, pilots see the runway lights only few seconds (about 5 seconds) before touch down, therefore there is no margin for error. The basis for Category II/III operations, such as aircraft certification or airline operational demonstration, ensures a high level of safety. Moreover, approach success rate in actual in-line services is now nearly 100%.
1.2 Economic Aspects
CAT II / CAT III equipment represent a significant cost for an airline. However, it is the only way to keep in-line services during the whole year without any diversion. Weather conditions mainly depend on the airfield location, nevertheless actual CAT II or CAT III conditions may occur at any airfield during some periods of the year. Diversions are expensive for an airline: directly by passenger compensation costs and also by the resulting bad “image”. For these reasons, getting operational approval for CAT II and CAT III approaches have been considered as a necessary step in the evolution of a modern airline.
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