getting to grips with CAT II CAT III operations(3)

5.
AIRFIELD REQUIREMENTS

5.1  INTRODUCTION
5.2  RUNWAY CHARACTERISTICS
5.3  VISUAL AIDS-RUNWAY MARKS
5.4  VISUAL AIDS-RUNWAY LIGHTS
5.5  VISUAL AIDS-APPROACH LIGHT SYSTEM
5.6  OBSTACLE CLEARANCE AREA
5.7  ILS FACILITY
5.8  RVR
5.9  AERODROME MAINTENANCE
5.10 ATC PROCEDURES
ATTACHMENT  C

6.
OPERATIONAL APPROVAL FILE

6.1  INTRODUCTION
6.2  AIRCRAFT REQUIREMENTS
6.3  OPERATIONS
6.4  AERODROME REQUIREMENTS
6.5  OPERATING MINIMA

7.
LOW VISIBILITY TAKEOFF (LVTO)

7.1  GENERAL
7.2  LVTO WITH RVR BETWEEN 400M AND 150M
7.3  LVTO WITH RVR BETWEEN 150M AND 125M
7.4  LTVO WITH RVR BETWEEN 125M AND 75M
CHAPTER 1
1. INTRODUCTION
1.1 GENERAL
1.2 A BRIEF HISTORY
1.3 ECONOMIC ASPECTS
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 30 years coupled with stringent requirements for airfield equipment and crew qualification. In Category III, pilots see the runway lights only few seconds (about 5 seconds) before touchdown, 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%.
This brochure discusses all aspects of Category II, Category III and LVTO operations, which are the main part of AWO (All Weather Operations). The term AWO also includes Category I operations, and taxiing in low visibility, as shown below.
Figure 1.1
AWO

CAT 1  CAT 2  CAT 3  LVTO  LV TAXI 

1.2 A BRIEF HISTORY
On 9 January 1969, a Caravelle of AIR INTER became the first aircraft in the history of civil aviation to land in actual Category III A conditions during a commercial flight (Lyon-Paris). The operational approval was obtained from the SGAC (France) only two months before in November 1968. This approval was the direct result of successful flight tests made since 1962 during which an automatic landing system was tested (5 March 1963 at Toulouse: first automatic landing without visibility). Since then, many aircraft were granted approval for Category III A, such as the Trident, the B747 (1971) or the Concorde (1975). In 1974, the A300 was certified for Category III A, followed by the A310 (1983) and also the A300-600 (1984) for CAT III B. Fail-operational automatic landing was first used for these types of operations, but it was found useful to develop fail-passive capability in order to satisfy airline requests. Currently, Airbus Aircraft are certified both with fail-passive (limited to DH=50ft) and fail-operational landing systems.
　
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