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This guide is intended to provide general information regarding All Weather Operations. do not hesitate to share your comments and information with us by using
In no case it is intended to replace the operational and flight manuals for ATR aircraft. the following address: flight-ops-support@atr.fr
In all events, the information contained in the Aircraft Flight Manual shall prevail over the content of this guide.
We would also like to thank ENAC (Ecole Nationale de lAviation Civile) for
its involvement in the development of this guide.
Yours faithfully,
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Dear Readers,
Training pilots for All Weather Operations is the operators responsibility. This guide aims to
give pilots a good overview on low visibility operations and to help operators develop their
own documentation and their flight crew training programmes in order to obtain the Low
Visibility Operations approval from their national authority.
Most stated recommendations are issued from ICAO annexes and from FAA and EASA
regulations. Nevertheless, some national authorities may have additional requirements.
The content of this guide is intentionally limited to operations for which ATR aircraft have
a technical capability, that is to say: low visibility take-off, lower than standard Category I,
Category II, other than standard Category II and Category IIIA approaches.
The overall safety level of low visibility operations is achieved through the implementation of
specific rules and requirements equally concerning:
the aircraft
the airfield
the flight crew
the operator
All 4 fields are addressed in this guide but with an emphasis on the last two items being more
widely developed.
This guide incorporates features of the ATR -600 aircraft type due for entry into service by
2011. For the time being, low visibility approach certifications are still under progress and the
guide will be amended to develop these points specifically related to the -600 in later revision.
Introduction p. 1
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Contents
Contents
Chapter A. General
1. A brief history ........................................................................................................................................................................................................................................8
2. Economic aspects .........................................................................................................................................................................................................................8
3. Low Visibility Operations (LVO) concept...................................................................................................................................................9
3.1. General....................................................................................................................................................................................................................................................9
3.2. Low Visibility Take-Off (LVTO)..................................................................................................................................................................................9
3.3. Category II approaches................................................................................................................................................................................................10
3.4. Category IIIA approaches .........................................................................................................................................................................................10
3.5. Lower than standard Category I operation .......................................................................................................................................10
3.6. Other than Standard Category II operation ......................................................................................................................................10
4. Relevant regulations ..............................................................................................................................................................................................................10
4.1. Aeroplanes certification ..............................................................................................................................................................................................10
4.2. Airfield regulation .................................................................................................................................................................................................................10
4.3. Operational regulation ...................................................................................................................................................................................................11
5. Definitions ...............................................................................................................................................................................................................................................11
5.1. General................................................................................................................................................................................................................................................11
5.2. Categories of precision approach and landing operations ........................................................................................12
5.2.1. Category II (CAT II) .........................................................................................................................................................................................................12
5.2.2. Category IIIA (CAT IIIA) .............................................................................................................................................................................................13
5.2.3. Category IIIB (CAT IIIB) .............................................................................................................................................................................................13
5.2.4. Category IIIC (CAT IIIC).............................................................................................................................................................................................13
5.2.5. Lower than Standard Category I ....................................................................................................................................................................13
5.2 .6. Other than Standard Category II ....................................................................................................................................................................14
5.3. Summary ..........................................................................................................................................................................................................................................14
Contents p. 2
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4. Weather documentation ..................................................................................................................................................................................................25
4.1. Weather charts .........................................................................................................................................................................................................................25
4.2 TAF/METAR/SPECI ...............................................................................................................................................................................................................26
4.2.1. General .......................................................................................................................................................................................................................................26
4.2.2. TAF ..................................................................................................................................................................................................................................................26
4.2.3. METAR/SPECI .....................................................................................................................................................................................................................27
Contents p. 3
Contents
6.2. CAT II/III Lighting systems .......................................................................................................................................................................................45
6.2.1 Taxiway lights........................................................................................................................................................................................................................46
6.2.2. Stop bars ..................................................................................................................................................................................................................................46
6.2.3. Runway guard lights ....................................................................................................................................................................................................46
6.2.4. Runway lights ......................................................................................................................................................................................................................47
6.2.5. The approach lighting system ...........................................................................................................................................................................47
6.2.6. Lighting system condition .....................................................................................................................................................................................49
6.3. Lighting systems for Lower than standard CAT I and other than standard CAT II
approaches ...................................................................................................................................................................................................................................49
7. ATC Procedures.............................................................................................................................................................................................................................50
Contents p. 4
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7.2. Failure treatment concept ........................................................................................................................................................................................66
7.3. Failure treatment on classic instruments ATR .............................................................................................................................66
7.4. Failure treatment on ATR -600 ............................................................................................................................................................................67
7.5. Maximum ILS deviation allowed ......................................................................................................................................................................67
8. Effects of failure of ground equipment....................................................................................................................................................68
Abbreviations ............................................................................................................................................................................................................... 88
Contents p. 5
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A. General
A - General p. 7
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A. General
1. A brief history
Landing in Low Visibility Conditions was made possible by huge improvements in aircraft automatic control systems
over the last 40 years coupled with stringent requirements for airfield equipment and crew qualification.
All modern aircraft are now certificated for CAT II operations and many for CAT III operations. CAT II approaches ap-
proval has been granted to ATR aircraft at the initial certification in 1985. The new series ATR 42-600 and ATR 72-600
will be certificated for CAT II and CAT IIIA approaches.
2. Economic aspects
There is an overall positive economic impact for the adoption of Low Visibility Operations.
In certain regions of the world, the best way for an airline to maintain its schedule all year round without any diversion
due to weather, is to be approved to perform Low Visibility Operations.
There may initially be a cost implication to implement Low Visibility Operations (CAT II/III equipments, flight crew train-
ing...). However, it is the only way to keep in-line services operational throughout the whole year with a minimum
number of diversions. Weather conditions mainly depend on the airfield location, nevertheless actual CAT II/III condi-
tions may occur at any airfield depending on the periods of the year. Diversions and delayed flights are expensive for
an airline, due not only to passenger compensation costs but also due to the resulting bad image. For these reasons,
getting operational approval for CAT II/III approaches and Low Visibility Take-Off can be considered as a necessary step
in the evolution of a modern airline.
There may further be a slight positive environmental impact from a higher landing success rate at destination, plus a
consequential reduction in fuel consumption.
A - General p. 8
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3. Low Visibility Operations (LVO) concept
3.1. General
When developing low visibility procedures, the airline objective is to achieve under low visibility conditions both a level
of safety and a rate of reliability equivalent to those achieved during normal operating conditions.
Take-off and taxing in low visibility conditions involves specific operating procedures and suitable airport installations
(runway lighting system, RVR measurement system, ...) but does not require specific on board equipment.
Landing in low visibility conditions is made possible using high performances ground ILS equipment together with the
onboard receivers and the automatic flight control system of the aircraft. The decision to land is taken in very close
proximity to the ground (between 200ft and 0 ft, depending on the category of the approach); pilots see the runway
lights only a few seconds before touchdown, therefore there is no margin for error. The desired level of safety is
achieved through:
The basic information required by the pilot is normally provided by external visual cues but these may be supplemented
by instrument derived information. When take-off is performed using only external visual cues, the runway lighting
system is essential.
A - General p. 9
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A. General
3.3. Category II approaches
In Category II operations, the ILS precision instrument approach is performed using the automatic flight control system
down to below the Decision Height (typically 100ft). At the Decision Height, the visual references should be sufficient to
allow the pilot to continue the approach and to perform a manual landing using only external visual cues.
4. Relevant regulations
4.1. Aeroplanes certification
FAA
Advisory circular AC 120-29A, Criteria for approval of Category I and Category II weather minima for ap-
proach
Advisory circular AC 120-28D, Criteria for approval of Category III weather minima for take-off, landing, and
rollout
Advisory circular AC 20-57, Automatic Landing Systems
EASA
CS AWO, Certification Specifications for All Weather Operations
A - General p. 10
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Other
Each State may have its own policy to approve its aerodromes for Low Visibility Operations. Those regulations
are not supposed to be less restrictive than ICAO Annexes otherwise differences should be notified.
FAA
Advisory circular AC 120-29A, Criteria for approval of Category I and Category II weather minima for ap-
proach
Advisory circular AC 120-28D, Criteria for approval of Category III weather minima for take-off, landing, and
rollout
EASA
EU-OPS Subpart E, All Weather Operations
Other
Each State may have its own operational regulation
It is worth noting that harmonisation was conducted between EASA and FAA operational regulations for CAT II and CAT
III operations which are now very similar.
5. Definitions
5.1. General
All Weather Operations
ICAO Doc 9365 Foreword
Any taxi, take-off and landing operations in conditions where visual reference is limited by weather conditions.
A - General p. 11
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A. General
According to EASA, the Decision Height for Category II, Category III and other than Standard Category II operations is
determined by means of radio-altimeter.
For some specific Category II approaches, the FAA gives free choice on DH recognition (radio-altimeter, inner markers
or barometric altimeter).
NOTE: Category II and Category III instrument approach and landing operations shall not be authorised unless RVR information is provided.
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (f)
A Category II operation is a precision instrument approach and landing using ILS or MLS with a decision height
below 200 ft but not lower than 100 ft; and a runway visual range of not less than 300 m.
NOTE: For the minimum RVR requested, the EASA definition is slightly different from the ICAO and FAA definitions: not less than 350 m for
ICAO and FAA but not less 300 m for EASA.
A - General p. 12
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5.2.2. Category IIIA (CAT IIIA)
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (g)
A Category IIIA operation is a precision instrument approach and landing using ILS or MLS with a decision height
lower than 100 ft; and a runway visual range not less than 200 m.
NOTE: The ICAO and FAA regulations differ from EASA by considering CAT IIIA approaches with no DH. EASA systematically associates CAT
IIIA approaches with a decision height.
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (g)
A Category IIIB operation is a precision instrument approach and landing using ILS or MLS with a decision height
lower than 100 ft, or no decision height; and a runway visual range lower than 200 m but not less than 75 m.
NOTE: The ICAO and FAA regulations differ from EASA on the minimum RVR associated with CATIIIB approaches.
EASA
CAT III C operations are not currently authorised so EASA does not make reference to this sub-category.
EASA
EU-OPS 1.435 Terminology
A Category I Instrument Approach and Landing Operation using Category I DH, with an RVR lower than would
normally be associated with the applicable DH.
A - General p. 13
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A. General
5.2.6. Other than Standard Category II
EASA
EU-OPS 1.435 Terminology
A Category II Instrument Approach and Landing Operation to a runway where some or all of the elements of the
ICAO Annex 14 Precision Approach Category II lighting system are not available.
5.3. Summary
Definitions of Categories of precision approach give the lowest acceptable minima. During operations those values
may be limited by aircraft capability, by airfield limitation, by crew individual qualification or by operators authorisation.
A - General p. 14
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B. Revision of low
visibility weather
conditions
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B. Revision of low visibility weather conditions
1. The characteristics of fog
Although visibility may be reduced by the presence in the air of solid particles such as smoke, dust or sand, most of
the time low visibility conditions are caused by fog.
There is fog if the visibility is less than 1000m and the obscuring agent is water droplets. Fog differs from rain or mist in
that its water particles are more minute and suspended and do not fall earthward.
The droplets of water suspended in the air near the earths surface act on scattering the light and thus reduce the vis-
ibility near the ground.
The formation of a fog layer occurs when a moist air mass is cooled to its saturation point (dew point): the water vapor
within the air mass condenses on small particles in the air to form liquid cloud droplets. This cooling can be the result of:
In case of a calm wind and since air is a poor conductor of heat, this cooling by conduction affects only a very shal-
low layer i.e. a few inches deep. Wind of low speed (3 to 5 knots) causes slight, turbulent currents. Such turbulence is
enough to spread the fog through deeper layers.
As nocturnal cooling continues, the air temperature drops further, more moisture is condensed, and fog becomes
deeper and denser. If wind speed is between 5 and 10 knots then the fog will usually thicken vertically. Winds greater
than 10 knots usually result in the formation of low scud, stratus, or stratocumulus.
At sunrise, the Earth is heated. Radiation from the warming surface heats the lower air, causing an evaporation of the
lower part of fog, thereby giving the appearance of lifting fog. Before noon, the radiated heat from the warming of the
earth surface destroys the inversion process, so then the fog evaporates into warmed air.
Radiation fog appears over land, it never forms over a water surface and it may cover a wide area. The conditions giving
rise to the formation of radiating fog are:
cloudless nights, allowing the earth to lose heat by radiation,
moist air that requires a little cooling to reach the dew point temperature,
light winds (5-7kts) to mix the lower layers of air, thereby thickening the fog layer.
Such conditions are common in high-pressure areas during autumn and winter in temperate zones.
Further radiational
cooling at top of
fog layer, deepens it.
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1.2. Advection fog
Advection fogs are formed when air moves either over a cooler surface or over a warmer moist surface and, as a
result, the air mass reaches saturation.
Most often this occurs when a moist air mass moves over a cold surface with a temperature lower than the dew point
of the moving air. Cooling from below takes place and gradually builds up a fog layer. The cooling rate depends on
the wind speed and the difference between the air temperature and the temperature of the surface over which the air
travels. A low wind speed heightens the likelihood as the air remains in contact with the surface long enough to suf-
ficiently cool the air layer.
Advection fogs are often persistent since the weather situation that forms them can last a day or more. Usually, either a
frontal passage with a change of air-mass or a major change in wind direction are needed for the dissipation of advec-
tion fog.
Fog forms
Colder surface
Cold fronts usually move so rapidly and have such narrow bands of precipitation and high wind speeds that a cold front
fog is comparatively rare and short lived. A warm front fog, on the other hand, is fairly common. Warm-front fog may
cover a wide area. Also this type of fog is deep because it extends from the ground to the frontal surface.
rain cloud
front
warm air
cold air
fog
evaporation leads to saturation
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B. Revision of low visibility weather conditions
1.4. Upslope and valley fogs
Upslope fog is caused by adiabatic cooling of rising air. When moist, warm air is forced to move over a terrain obsta-
cle, it cools to some degree as it rises, the degree of cooling depending on the amount of rise. During that cooling, if the
air temperature falls below dew point, the resulting condensation will form a cloud. The air must be stable before it starts
its motion, so that lifting does not cause convection, nor vertical currents, which would dissipate the fog. Wind speed
is needed, of course, to cause upslope motion. This type of fog is deep and requires considerable time to dissipate.
Fog forms
on slope.
Valley fog forms during the evening as a result of air being cooled by radiation on slopy topographical features. As this
air becomes denser than its surroundings, it starts going down the slope. This results in the creation of a pool of cold
air at valley floor level. If the air is cold enough to reach its dew point, fog formation occurs.
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Figure B6: View from windshield during precipitation
Snow fall is a different matter; a very light snowfall alone can reduce visibility considerably. As snowfall becomes heavy,
visibility may drop to only a few meters.
Blowing snow is to be expected when loose snow is raised by the wind. The limited visibility may extend to a consider-
able height. This problem is quite significant in cold climates.
Snow also affects approach and runway lighting intensity, thus reducing the chances of acquiring visual cues at Deci-
sion Height. Furthermore, the actual visibility may be less than the horizontally measured visibility because of the lack
of contrast between the approach lighting and the snow-covered ground.
For CAT II operations, the ATR flight manual states the maximum demonstrated wind. It corresponds to the worth
wind conditions encountered during certification flight tests. Therefore it should not be considered as a limitation. It is
the operators responsibility to set the limit as per his national operational regulations.
CAT III operations are constrained in respect of the wind component. Unlike the demonstrated wind for manual land-
ings, the autoland wind capabilities are always limiting. The maximum crosswind values for auto-land operations are
often less than the manually demonstrated crosswind landings.
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B. Revision of low visibility weather conditions
The
Q effect of tailwind: in some airports, not all runways are equipped for cat II/III operations. Therefore in low
visibility conditions, a runway may be in use in spite of a light tail wind. The main consequence is a higher ground
speed, reducing the time between DH and touchdown. During CAT II approaches, the pilot has less time to take
control of the aircraft after the auto pilot disconnection.
The
Q effect of crosswind: At decision height the pilot may have more difficulties to acquire the visual refer-
ences which are not located on the aircraft axis. Before Decision Height, according to the drift resulting from the
crosswind, the pilot has to anticipate where to search visual cues. In CAT III operations the ATR autoland system
performs the de-crab but does not follow the runway axis when the aircraft is on ground (no roll out function).
The
Q effect of turbulences: turbulences will increase the pilots workload to maintain the approach speed
within acceptable limits. In case of severe turbulences, there is also a risk of autopilot disconnection, leading to
a missed approach.
ICAO Doc 9328 Chapter 11, Transmission and reporting practices, states the following practices for RVR reporting:
RVR must be assessed on all runways intended for Categories II and III approaches.
Where RVR assessments are required, they should be made and reported throughout periods when either the
visibility or the RVR is observed to be less than 1500m.
The lower limit of the reporting range should be 50 m and the upper limit should be 2000 m.
The reporting increments should be 25 m up to 400 m RVR,
50 m between 400 and 800 m RVR,
100 m for values of RVR above 800 m.
The measurements should be averaged over a period of one minute.
A transmissometer measures the transmittance of the atmosphere between two points in space, over a specified path
length or baseline. It consists essentially of a transmitter that directs a beam of light at a photo detector in a receiver unit.
transmitter receiver
optical axis
electronic box
frangible post
data
concentrator
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A scatter meter estimates the extinction coefficient by measuring the flux scattered from a light beam by particles
present in the atmosphere. It consists of a transmitter and a receiver spaced by about one meter.
Transmitter Receiver
RVR is calculated taking into account the measured quantity (i.e. transmittance or extinction coefficient), the charac-
teristics of the lights and the expected detection sensitivity of the pilots eye under prevailing conditions of background
luminance.
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B. Revision of low visibility weather conditions
The visibility sensors are strategically located along the runway to provide RVR measurements associated with three
basic portions of a runway:
the touchdown zone (TDZ), located about 300m from the threshold
the mid-runway portion (MID), located at a distance of 1000 m to 1 500 m from the threshold
the rollout portion or stop end located at a distance of about 300 m from the end of the runway
NOTE: For runways less than 2400m, RVR is normally provided for TDZ and Rollout only.
The lateral position of the sensors should be within 120m of the runway centreline and the height above runway should
be approximately 2.5 m.
In certain conditions the RVR may be measured by the pilot or other weather observers. Typically the RVR may be
evaluated by the pilot at take-off position, by counting the number of either the runway edge lights or the centreline
lights that are visible.
Take-off
The minimum RVR required for a take-off should provide the pilot with sufficient visual references to control the aero-
plane until it is airborne, or until the end of an abandoned take-off. This minimum RVR value is to be compared to the
reported RVR which represents the visual segment available at the take-off position.
The reported RVR is an horizontal measure made on the ground while the pilot will normally be looking along a slant
path at approach Iights. It is probable that the fog will be less dense at ground level than it is above ground level and
slant visibility will probably be Iess than the horizontal visibility at ground level too. Thus, the most relevant information
for the pilot is the slant visual range (SVR); however, as practical methods of measuring SVR have not yet been devel-
oped, only the RVR measurement is made available.
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9=9 :=9
3PTP[VM
3PTP[VM ]PZPVU
]PZPVU
A geometrical relation can be used to compute the SVR required for the pilot to visually acquire the specified visual
segment in relation to the obscured segment.
There exist a number of models to convert required SVR into required RVR. They take into account the increase of fog
density with the height and they provide SVR/RVR ratios as a function of eyes height. It is then possible to compute a
minimum RVR as a function of the DH and of the required visual segment.
7PSV[L`LZM[
WP[JO
/VYPaVU[HSYLMLYLUJL
*\[VMM
HUNSL
M[T
:=9
SVR / RVR
1
0,9
0,8
0,7
0,6
0,5
0,4
0 25 50 75 100 125 150 175
Pilots eyes height (ft)
Even if such methods enable to deal with the DH/RVR relationship in respect of Category II and III operations, the mini-
mum RVR values set in most current operational regulations have been established by also taking into account various
real-life operating experiences which have given satisfactory results over a long period. However it is worth noting that
these RVR values, published in tables of operating minima, on their own, have no intrinsic meaning; they have signifi-
cance only in conjunction with a set of operating policies and procedures.
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B. Revision of low visibility weather conditions
3.4. RVR practical limitation
The reported RVR is an instrumentally derived value that has significant limitations. It can be greater than, or less than,
the actual visibility available to a pilots eye. None of the values measured on the ground can accurately indicate whether
or not the pilot will have the required visual reference when at decision height.
Figure B16: Distorted vision through the windshield Figure B17: Shallow or patchy fog
Furthermore, when assessing RVR, no account is taken of the effects on the pilots vision of factors such as:
the transmittance of the windshield of the aircraft,
rain on the windscreen,
the level of cockpit lighting,
the illumination to which the pilot has been exposed prior to take-off or landing such as apron floodlighting, very
bright fog and flying over bright approach lights,
physical and psychological conditions, e.g. tiredness or stress.
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For example the European regulation states that:
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima
(l) Conversion of reported meteorological visibility to RVR/CMV.
An operator must ensure that a meteorological visibility to RVR/CMV conversion is not used for take-off, for
calculating any other required RVR minimum less than 800m, or when reported RVR is available. ()
In all other circumstances an operator must ensure that the following Table is used:
Lighting elements in operation RVR/CMV= Report Met Visibility x
Day Night
Hi approach and runway lighting 1.5 2
Any type of lighting installation other than above 1.5 1.5
No Lighting 1 Not applicable
Note: If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. RVR
more than 1 500 meters, it is not considered to be a reported RVR in this context and the Conversion Table may
be used.
Amongst the Low Visibility Operations covered by this document, only lower than Standard CAT I is concerned by this
conversion.
4. Weather documentation
During flight preparation the weather document analysis should enable the flight crew to identify or assess the risk of
encountering low visibility conditions.
'UL]]OH
+DLO
5DLQ
6HYHUHVDQGRUGXVWKD]H
6KRZHU
6QRZ
:LGHVSUHDGEORZLQJVQRZ
:LGHVSUHDGIRJ
:LGHVSUHDGKD]H
:LGHVSUHDGPLVW
:LGHVSUHDGVDQGVWRUPRUGXVWVWRUP
:LGHVSUHDGVPRNH
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B. Revision of low visibility weather conditions
4.2 TAF/METAR/ SPECI
The Information provided in the following paragraphs is voluntarily limited to elements affecting visibility.
4.2.1. General
A METAR states the weather observed on an aerodrome during the last 10 minutes prior to the observation time. It is
issued twice every hour. At some airports it may be issued only once an hour. If the weather changes significantly from
the last METAR a special observation report (SPECI) is issued.
The TAFs are meteorological forecasting at airport. It is worth noting that RVRs are never forecasted and thus never
included in TAF messages. Only the horizontal meteorological visibility is provided.
Weather phenomena affecting visibility are reported into TAF METAR and SPECI using the following information.
Examples
+ SHRA heavy shower of rain TSSN thunderstorm with moderate snow
FZDZ moderate freezing drizzle SNRA moderate snow and rain
+ TSSNGR thunderstorm with heavy snow and hail
4.2.2. TAF
Below is a TAF message typical of CAT II conditions forecasting:
LFBO 150500Z 150615 36003KT 0500 FZFG OVC002
Airport Validity: the 15th Wind 360 Visibility: 500m Cloud layout
identification between 06 and 03kt 200ft
15 TU
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4.2.3. METAR / SPECI
Below is a METAR typical of CAT III conditions:
LFBO 191050Z 01002KT 0200 FZFG R14R0250D OVC001 M02/M02 Q1025
In a METAR, the present weather phenomena (i.e. FG or SN) may be associated with the following information:
MIFG Shallow less than 2m above ground level.
BCFG Patches fog patches randomly covering the aerodrome.
PRFG Partial a substantial part of the aerodrome covered by fog while the remainder is clear.
DRSN Low drifting snow raised by the wind to less than 2 m above ground level.
BLSN Blowing snow raised by the wind to a height of 2 m or more above the ground.
VCFG Vicinity Fog reported between approximately 8 and 16 km of the aerodrome reference point.
The OAT / dew point is an interesting indicator: fog usually forms when the dew point and the air temperature are within
a few degrees of each other, with the air temperature being lowered to the dew point, or when the dew point being
increased to the air temperature causes fog formation. Contrarily, fog would be lifting when the temperature-dew point
spread begins increasing.
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C. Aircraft
requirements
C - Aircraft requirements p. 28
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1. Aircraft certification status
1.1. General
The basic rule for an aeroplane is to be operated under a current certificate of airworthiness and to be maintained in a
serviceable condition, in accordance with an approved maintenance program.
Instruments and equipment for Category II and Category III operations have to comply with specific airworthiness re-
quirements. It is assumed that the aircraft has a basic airworthiness approval for IFR operations.
The supplementary airworthiness requirements for CAT II operations are described in appendix 3 of AC 120-29A (FAA
regulation) and in subpart 2 of CS-AWO (European regulation).
For CAT IIIA operations the relevant regulations are Appendix 3 of AC 120-28D (FAA) and subpart 3 of CS AWO (Eu-
ropean regulation).
To perform lower than Standard CAT I approaches under European regulation, the aeroplane has to be certificated in
accordance with CS-AWO to conduct Category II operations and the auto-land system shall be approved for Category
IIIA operations.
For other than Standard Category II operations under European regulation, the aircraft has to be certificated in accord-
ance with CS-AWO for operations with a decision height below 200ft.
The certification process is to demonstrate that a high safety level and an acceptable rate of missed approaches are
achieved during low visibility approaches. Such demonstration can be done examining:
airborne system accuracy,
airborne system availability and integrity,
reliability of the airborne equipment,
degree of redundancy,
probability of airborne system failure and consequences.
The safety level must not be less than the average safety level achieved in Category I precision approaches. The rate of
approaches terminating in a go-around below 500ft, due to the approach and landing system performance or reliability,
may not be greater than 5%.
C - Aircraft requirements p. 29
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C. Aircraft requirements
AIRCRAFT MOD NAME SB
42-300 0069 AUTOFLIGHT AFCS: USE A CAT II APPROVED AP/FD DOWN TO 50 FT 42-22-0017
72 72-22-1006
All 1112 AUTOFLIGHT RETROFIT CAT II CAPABILITY TO A/C DELIVERED WITH 42-22-0001
CATI CAPABILITY 72-22-1007
An automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim con-
dition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive
automatic landing system the pilot assumes control of the aircraft after a failure (cf. CS-AWO 300 Applicability
and Terminology (b)(3)). Fail-passive landing system can support CAT IIIA approaches with DH 50ft, but cannot
support CAT IIIB approaches nor CAT IIIA approaches with DH<50ft.
An automatic landing system is fail-operational if, in the event of a failure below a specified height, the approach,
the flare and landing can be completed by the remaining part of the automatic system. In the event of failure, the
automatic landing system will operate as a fail-passive system (cf. CS-AWO 300 Applicability and Terminology (b)(4)).
Fail operational landing system are requested for CAT IIIB approaches and CAT IIIA approaches with DH<50ft.
Out of the ATR family of aircraft only the ATR -600 is equipped with a fail-passive automatic landing system and a speed
control system. Only the ATR -600 can be certificated for CAT IIIA approaches with DH 50ft.
ATR aircraft are not equipped with fail-operational landing systems nor automatic throttle controls, nor automatic
ground roll controls, hence they cannot be certificated for CAT III approaches with DH<50ft.
1.2.3. Lower than Standard CAT I and other than Standard CAT II
One of the conditions for an aircraft without HUDLS to be authorised for such operations is to perform an automatic
landing. Only aircraft certificated to conduct Category II approaches and equipped with an auto-land system can per-
form lower than Standard CAT I or other than Standard CAT II.
Since ATR -600s are equipped with an automatic landing system they can support lower than Standard CAT I and other
than Standard CAT II operations.
This RVR limit may be lowered if the aircraft is equipped with a guidance system which provides directional guidance
information to the pilot during the take-off or abandoned take-off (e.g. HUD). This guidance information normally takes
the form of command information, but it may alternatively be a situation (or deviation) information. In the event of loss of
visibility during the take-off or abandoned take-off, the system enables the pilot to control the aeroplane on the runway
centreline using the normal steering controls.
With the operational benefits provided by such devices being limited (e.g. RVR limit reduced from 125m to 75m), ATR
aircraft are not equipped with such a guidance system for take-off, hence they are not required to be subjected to ad-
ditional certification process.
C - Aircraft requirements p. 30
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1.3. System performances
During the certification process, a level of performance, integrity and availability must be demonstrated by a combination
of simulator tests, statistical analysis and flight tests. The test conditions must be representative of operative conditions
and they must cover the range of parameters affecting the behaviour of the aeroplane (e.g. wind speed, ILS ground facility
characteristics, aerodrome elevation and temperature, ground profile, aeroplane configuration, weight, CG).
In addition, an analysis of failure conditions and their effects has to be carried out, including not only failures of the guid-
ance and landing system but also failures of other aeroplane equipment.
The aim of this guide is not to describe in details the airworthiness requirements which vary according to the type of
operations and to the regulation applied.
Nevertheless it is to be noted that, in CAT II certification, particular attention is given to the ILS tracking performances.
The probability that the maximum ILS deviation does not exceed the excess deviation alerts has to be demonstrated
as being satisfied.
In CAT III, the autoland system performances have to be evaluated. Notably it must be shown that the touchdown
performance is such that any of the following events is improbable:
longitudinal touchdown earlier than a 60 m from the threshold point on the runway,
longitudinal touchdown beyond the end of the touchdown zone lighting (900 m from threshold),
lateral touchdown with the outboard landing gear more than 21 m (70 ft) from runway centreline (this value
assumes a 45 m (150 ft) runway),
sink rate for structural limit load,
bank angle resulting in hazard to the aeroplane and
lateral velocity or slip angle for structural limit load.
With the ATR family, limitations depend on type (42 or 72), on series and modifications applied.
Example: Limitation for ATR 72-500 (please refer to AFM 7.01.03, CAT II operation):
Minimum height for use of autopilot in approach mode: 80ft (50ft for MOD 0069)
Minimum decision height: 100ft
Certified configuration: flaps 30
Maximum demonstrated wind: Headwind: 30kts, tailwind: 10kts, crosswind: 15kts
C - Aircraft requirements p. 31
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C. Aircraft requirements
ADVISORIES SELECT LT
MESSAGES
ARMED MODE
CAPTURED MODE
ADU
AFCS
CONTROL
PANEL
AFCS QUICK
COMPUTER DISC/ TCS
The computer receives data from several sensors and generates commands to the flight control actuators and to the
FD bars.
Dual microprocessor architecture and digital servo-monitoring techniques are used to provide an adequate safety level.
In ILS approach mode, LOC and GS are displayed both on ADU and on EADI:
In white during the arm phase LOC
In green with a star during the capture phase LOC*
In green without star when in track phase LOC . Track phase, for both LOC and G/S, can only take place below
1500ft RA, but must be achieved before 800ft RA.
Category II capability
As soon as APP mode is armed, the approach capability (as seen by the AFCS computer), will be displayed on the first
line of the ADU (CAT 1 or CAT 2)
CAT2 message means that CAT II conditions are met; it replaces the CAT1 message on ADU as and when all the fol-
lowing requirements are satisfied:
C - Aircraft requirements p. 32
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Radio altitude 1 or radio altitude 2 valid
Pilot and copilot displaying an ILS source
Radio altitude greater than 800 feet AGL
Comparison monitor annunciator is non-active.
The CAT2 message remains displayed for the duration of the approach if all the above stated conditions remain satis-
fied. If any of those requirements for the CAT2 message are lost, a CAT2 INVALID message flashes on the ADU. In
addition a triple click aural warning is generated.
Excess Deviation monitoring utilizes ILS data from both SGU and is enabled when CAT II conditions are met.
Dual coupling
During ILS approach, DUAL coupling automatically occurs after LOC and GS track phase has begun, if only if both NAV
receivers are tuned to ILS. In dual CPL both arrows are illuminated and both NAV receivers are coupled to the AFCS
computer which utilizes average data for guidance computation.
Dual coupling requires that all of the following conditions are met.
The EHSIs are displaying different ILS navigation sources tuned to the same frequency
Both the localizer and glideslope are in track mode
Radio altitude is below 1200 feet AGL
Both navigation receivers are operative.
This list should be used to amend the airline Minimum Equipment List (MEL). The dispatch conditions for relevant equip-
ment should clearly indicate that CAT II or CAT III operations are not authorised.
This list should also be included in the airline operating manual and/or QRH to be used by the crew mainly in case of in
flight failure. Before commencing a low visibility approach the crew has to check that all relevant equipment is operative.
C - Aircraft requirements p. 33
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C. Aircraft requirements
3.1. Classic instruments ATR
Below is the minimum equipment required on ATR 72-500 to meet CAT II approach criteria (please refer to AFM 7.01.03,
CAT II operation).
Equipment required:
Autopilot 1
FD bars 1 (PF side)
AP quick disconnect 1 (PF side)
AP OFF warning (light and aural) 1
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3 (2 PF side)
SGU 2
Radio altimeter 1 (with 2 displays)
DH indicator 2
GA pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
Airspeed indicators 2
CM2 side must be operative(1)
CM1 side must be operative, if CM1 is PF
Altimeter 3
Hydraulic system Blue + Green
Electrical system DC: BUS 1 / BUS 2 / EMER / STBY / ESS
AC: BUS 1 / BUS 2 / STBY
ACW: BUS 1 / BUS 2
MFC modules 3
(1)
The standby airspeed instrument can be easily monitored only from the Captain position.
In addition to this list it is worth noting that in case of engine failure on ATR, although the autopilot can be engaged
during approach, CAT II approaches are not authorised.
4. Aeroplane malfunctions
During the CAT II/III certification process, the analysis of failure conditions and their effects will determine the actions
to be taken by the flight crew in case of failure of any system, instrument, or element during a low visibility approach.
The nature of the failure and the point of its occurrence determine which response is appropriate. In general there are
three possible responses to a failure:
The appropriate actions to be taken in case of failure are provided by the Aircraft Flight Manual. The procedures fol-
lowing failure, established by the operator and published in his Operating Manual, should not be less restrictive than
those of the AFM.
Here below are listed the failures and associated actions during a CAT II Approach for an ATR aircraft.
C - Aircraft requirements p. 34
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4.1. ATR 72-500
Actions at the time of failure detection Complementary
Warnings
> 800 ft AGL < 800 ft AGL < 500 ft AGL actions
Flap failure, jammed Revert to CAT I minima
between 0 and 15 position
Flap failure, jammed above Continue Not applicable Multiply landing
15 position Increase VAPP (flaps 30) distance flaps 30
by 10 kt by 1.13
A/C systems
wrong AHRS
HDG warning on any EFIS Switch to valid AHRS Revert
to CAT I minima Discontinue the approach
LOC / GS / ILS / warning Revert to CAT I minima
on any EFIS
Loss of one CRT Switch affected CRT OFF
Loss of both CRT on one Switch to valid SGU.
side Revert to CAT I minima
Loss of CM2 airspeed Revert to CAT I minima
indicator and CM1 side
if PF
Loss of any altimeter Revert to CAT I minima
AP disengage Try to recover Discontinue the approach
If impossible revert to CAT I
FD approach
AFCS and ADU
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C. Aircraft requirements
5. Maintenance
Operational regulations request that on board guidance systems and equipment used for Low Visibility Operations be
maintained in accordance with a maintenance program established by the operator in liaison with the aircraft manu-
facturer, and approved by the authority.
On all ATR aircraft, equipment used for Low Visibility Operations is part of the basic design standard. Therefore, related
tasks are covered by the ATR Maintenance Program. There is no special recommendation for scheduled maintenance
tasks or functional checks to maintain CAT II / CAT III capabilities.
In case of failure affecting the aircraft CAT II or CAT III capability, the aircraft status is primarily governed by status mes-
sages issued from a Multi Purpose Computer. However, crew entry in the Technical Log Book must take precedence.
A log entry must be made each time the CAT II or CAT III capacity is not available.
Concerning the auto-land capability on ATR 42-600 / 72-600 a program for unscheduled maintenance is established to
advise on all necessary corrective actions / procedures following an automatic landing failure and/or component failure.
A reliability programme is also established to monitor the system operational status.
C - Aircraft requirements p. 36
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D. Airfield
requirements
D - Airfield requirements p. 37
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D. Airfield requirements
1. Aerodrome approval
Operations with limited visual references at an aerodrome will need additional facilities, services and procedures to
those required for good weather operations.
It is the responsibility of the airport national Authority to verify that ground facilities and services meet ICAO specifica-
tions, before promulgating a runway as available for Category II or III operations.
An operator shall not use an aerodrome for CAT II or CAT III operations unless it is approved for such operations by the
State in which the aerodrome is located.
The relevant ICAO documents for the approval of an aerodrome for Low Visibility Operations are:
Annex 14 aerodrome design and operations
Annex 10 - ILS
Doc 9365 Manual of All Weather Operations
There are national differences in methods for licensing aerodromes. Some States may promulgate specific national
requirements but they should not be less restrictive than CAT II and CATIII ICAO standards.
The additional criteria to satisfy before opening an aerodrome to all-weather operations concern mainly the following
items:
adequacy of runways and taxiways,
visual and non-visual aids,
control of obstacles,
assessment of RVR,
air traffic service, including surface movement control.
The demonstration of compliance with ICAO standards is a long and complex process, with a large number of direc-
tives to satisfy. This section sums up the ICAO specifications for CAT II/III airports.
D - Airfield requirements p. 38
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3. Effects of pre-threshold terrain profile
The topography of an approach terrain is important in all weather operations. A regular and preferably leveled pre-
threshold area ensures correct radio altimeter functioning. The operation of automatic landing systems is dependent,
among other things, on the radio altimeter. The flare profile, the rate of descent at touchdown, and the distance of the
touchdown point from the runway threshold can, therefore, be affected by the profile of the terrain immediately pre-
ceding the threshold. The terrain which is most critical lies in a 60 m area on either side of the runway centreline and
extends before the threshold, to the distance of at least 300 m into the approach area. Within this area, ICAO recom-
mends that slope changes be avoided or, when it is not possible, that the rate of change between two consecutive
slopes should not exceed 2% per 30m.
On some airfields where underlying terrain is irregular, radar reflectors are used to stabilise the radio altimeter signals in
the area preceding the runway threshold.
Regardless of the effect on the AFCS during the landing phase, an irregular terrain profile up to 1000 m out from the
threshold may have an influence on the determination of a CAT II decision height. It may also affect the approach man-
agement. This is particularly so where the terrain under approach is markedly lower than the threshold. Then the time
available for the head down to head up transition, and for the visual cues acquisition, may be significantly shortened.
Hundred above
Hundred above
Decision
Decision
200ft RA
available time for decision making shortened time for decision making
Figure D1: Effect of terrain profile on time available for decision making
For each runway a series of Obstacle Limitation Surfaces (OLS) define the limits to which objects may project into
the airspace. Those surfaces, established in accordance with ICAO Annex 14 Chapter 4, Obstacle restriction and re-
moval, identify the lower limits of the aerodrome airspace above which objects become obstacles.
Transitional
Conical
Outer horizontal
Inner horizontal
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D. Airfield requirements
For precision approach, surfaces closer to the runway (i.e. inner approach, inner transitional and balked landing surface)
define a volume of airspace in the immediate vicinity of the runway known as the Obstacle Free Zone (OFZ). This
zone must be kept free from any fixed obstacle other than a low-mass and frangibly mounted equipments required for
air navigation purposes.
Inner
approach Inner transitional surface - slope 33.3%
surface H= 45 m
m
0
18 m
12
60 m
900 m
Balked
landing
Divergence 10% surface
1,800m
or runway length L if L<1,800m
In addition to the OFZ constraints, for each approach type an Obstacle Clearance Height (OCH) is calculated. For
an aircraft on the approach track, the OCA/H ensures clearance of obstacles from the start of the final approach to the
end of the intermediate missed approach segment. The OCH of a precision approach is defined as the lowest height
at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance design
criteria. The OCH is referenced to the elevation of the relevant runway threshold and it is used to establish the approach
operating minima (please refer to Paragraph G.1, Establishing operating minima).
The ICAO Doc 8168 (PANS OPS) Volume II Part II Section 1 chapter 1, Instrument Landing System (ILS), presents dif-
ferent methods for the OCH calculation.
Among
Q those methods, two of them involve a set of surfaces (basic ILS surfaces or Obstacle Assessment
Surfaces (OAS)). The OCH is determined by accounting for all obstacles which penetrate those surfaces. OAS
are established taking into account, amongst others, the glide path angle, the miss approach climb gradient, the
localizer-threshold distance, the category of the approach, the use or not of autopilots certified for CAT II operation.
Another
Q method uses a Collision Risk Model (CRM). This method is employed mainly when the obstacle
density below OAS is considered to be excessive. The CRM is a computer program that takes into account all
obstacles located in the vicinity of the runway. It determines the minimum OCH which provides a safety target
of 107 (1 in 10 million) per approach for risk of collision with obstacles.
Z
Y
Glid
e pa
th
X
W
E
D
C
se
cour
oach
l appr La
Fina nd
ing
th
re
sh
old
OCH is established for all Category I and Category II precision approaches and for each aircraft category (A,B,C,D). An
OCH is not associated with CAT III operations. These are supported by overlapping protection from the CAT II criteria.
Category III operations are possible only if the CAT II OCH is equal or less than 100ft.
D - Airfield requirements p. 40
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5. Navaids - Characteristics and limitations
5.1. General
The precision instrument approach systems intended to support CAT II and CAT III operations are:
Instrument Landing System (ILS)
Microwave Landing System (MLS)
GNSS Landing System (GLS)
The ILS has been the mainstay of landing system aids for well over 50 years. Although ILS has some limitation, for the
time being it is the only system to support CAT II and CAT III operations on a world scale.
The MLS has a number of operational advantages, including a wide selection of channels, an ability to allow curved
approaches, a lesser sensibility to interference, an excellent performance in all weather, and a small footprint at the
airports. Although some MLS systems became operational in the 1990s, airline reluctance to invest in MLS and the rise
of GLS has jeopardised a widespread deployment.
GLS (LAAS) is a landing systems based upon the Global Navigation Satellite System (GNSS Landing System). For
Low Visibility Operations the landing system typically includes a Local Area differential Augmentation System (LAAS)
located in the vicinity of the runway. The local area system uses differential techniques to correct and improve the ac-
curacy of GPS, it may serve one or more runways, or nearby airports. GLS (LAAS) promises to provide CAT II and CAT
III capability and is already included into FAA regulation. Nevertheless LAAS is currently a research and development
project focusing on the resolution of integrity and safety issues: no approaches have been certified to date (Sept. 2009).
It is worth noting that Wide Area Augmentation Systems (e.g., WAAS, EGNOS) are typically considered to be RNAV
systems, and are not alone considered to be GLS able to support CAT II/III operations.
For the time being ATR aircraft are not equipped with MLS or GLS; consequently only ILS is developed in this brochure.
Localizer and Glideslope signals are transmitted on different carrier frequencies but the technical principles are similar:
For each system, two signals are transmitted: one is modulated at 90 Hz, the other at 150 Hz. The on board localizer
and glideslope receivers measure the Difference in the Depth of Modulation (DDM) of the 90 Hz and 150 Hz signals The
difference between the two signals varies depending on the position of the approaching aircraft from the centreline for
the localizer and from the desired slope (approximately 3) for the glideslope. If there is a predominance of either 90 Hz
or 150 Hz modulation, the aircraft is off ILS axes. If the DDMs are zero, then the aircraft is on axes.
D - Airfield requirements p. 41
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D. Airfield requirements
90 Hz
LOC Aerial
Localizer
150 Hz
90 Hz
Glideslope
GS Aerial
50 ft
150 Hz
~1,000 ft
To achieve a high degree of integrity, monitors continually assess the vital characteristics of the transmissions. If any
significant deviation beyond strict limits is detected, either the transmitters are automatically switched or the ILS is
turned off.
Localizer
At threshold a half dot-deviation on the ILS indicator means the plane is off course by 27m.
At threshold the course alignment accuracy requested is:
for CAT II ILS: 7.5 meters (4.5m recommended) alarm threshold: 7.5m
for CAT III ILS: 3 meters- alarm threshold: 6m
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Glideslope
The beam width is 1.4 (0.7 for full scale deflection).
At threshold a one dot-deviation equals about a 7-foot excursion from the prescribed glidepath, 14ft at 100ft.
Monitoring system
For CAT II and CAT III ILS, the monitoring system is such that the period of radiation outside the performance limits
never exceeds 2 seconds (recommended 1 second).
C B A
Stop end of runway
T
Threshold
E D
30ft
1050m
900m
600m
7.5km (4 Nm)
Figure D8: ILS points
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D. Airfield requirements
5.5. ILS protection
ILS localizer and glideslope systems have some limitations. Localizer systems are sensitive to obstructions in the signal
broadcast area. Glideslope systems are also limited by the terrain in front of the glideslope antennas. If terrain is sloping
or uneven, reflections can create an uneven glidepath causing unwanted bar deflections.
The areas within which movable objet may degrade the guidance signal must be defined and recognised.
ICAO considers two kinds of protection areas:
The
Q ILS critical areas are areas of defined dimensions about the localizer and glide path antennas. All vehicles
and aircraft must remain outside these areas during all ILS operations. Critical areas are fenced and secured to
prevent them from unauthorised access.
The
Q ILS sensitive areas are much wider. Their size depends on a number of factors including the type of ILS
antenna, the topography, the ILS category and the size of aircraft operating on the airport. They have to be entered
and exited during normal operation but, during low visibility procedures, clearance from ATC is required before
entering sensitive areas. Their limits are marked on the taxiway by yellow lines, red stop bars and CAT II/III signs.
Designation of critical and sensitive areas is the airport authority responsibility. ATC control access to sensitive areas
when low visibility procedures are in force (please refer to Paragraph D.7, ATC procedures). With the same aim of protect-
ing the ILS beam, ATC usually increase separation between aircraft on landing or take-off.
Localizer
critical area Runway
120m
Localizer antenna
Figure D9: Typical localizer critical and sensitive areas
Runway
threshold
Glideslope 250m
antenna
Glideslope
Glideslope
30m critical area
sensitive area
Taxiway
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CAT II and CAT III specific holding positions are normally located upstream of the standard holding position to avoid
aircraft entering into the obstacle free zone or the ILS sensitive area. The markings used are also specific. They are as-
sociated with CAT II or CAT III signs placed on either edge of the taxiway. The sign CAT III must be accompanied with
flashing lights.
Runway
2.1m
Taxiway
3m
Figure D11: CAT II /III holding position markings Figure D13: Taxiway markings for CAT II / III operations
Figure D13: Touchdown zone markings for runway with a length of 2400m or more
D - Airfield requirements p. 45
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D. Airfield requirements
6.2.1 Taxiway lights
Taxiway lights Colours Spacing Special features
Centre line green 15m on a straight section Requested for operations with RVR <350m
7.5m on curves
Edge lights blue 60m on a straight section Not requested for taxiways with centre line lights
<60m on curves
Table D1: Taxiway lights
Figure D15: Stop bar closed Figure D16: Stop bar opened
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6.2.4. Runway lights
Runway lights Colours Spacing Special features
Threshold Green unidirectional 3m
Runway end Red unidirectional 6m At least 6 lights
Edge Variable white 60m May be omitted at the
may be yellow from 600m intersection
to the runway end (limited to
1/3 of the runway)
Centre line variable white 15m may be reduced to
alternate red and white 7.5m
from 900m (or runway mid
point if RWY length <1800m)
to 300m from the runway
end
red from 300m to the
runway end
Touchdown zone Barrette of variable white barrettes longitudinal A barrette is composed of
unidirectional spacing : 60 or 30m at least 3 lights. Its length is
barrettes lateral spacing: between 3 and 4.5m
18 to 22.5m TDZ extends from threshold
to 900m from threshold (or
to runway mid point if RWY
length <1800m)
Table D2: Runway lights
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D. Airfield requirements
D - Airfield requirements p. 48
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Figure D19: Approach lights description Figure D20: Approach lights during a night landing
The maintenance services must ensure that, during any period of Category II or III operations, all approach and runway
lights are serviceable, and that in any event at least 95% of the lights are serviceable except for runway end lights (75%),
approach lights beyond 450m (85%) and TDZ lights (90%). In addition two adjacent lights should not remain unservice-
able except for lights in a barrette or a crossbar.
D - Airfield requirements p. 49
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D. Airfield requirements
Presence of touch-down zone lights and/or runway centre line lights has also an impact on minima (Please refer to
Paragraph G.1, Establishing operating minima).
Figure D21: Basic Approach Light System (BALS) Figure D22: Full Approach Light System (FALS)
7. ATC Procedures
In low visibility conditions the increased operating risk due to the lack of visual control requires that the aerodrome op-
erator or Air traffic service provide specific Low Visibility Procedures (LVP). Those procedures are aimed at maintaining
a safe ground environment for aircraft and vehicles by reducing to a minimum level the risk of collision and infringement
of an active runway.
Each aerodrome authority develops its own procedures taking into account local conditions; however, the main issues
to address are:
The ATS or airport authority has to define the weather conditions at which low visibility procedures come into operation.
The delay to set up those procedures requires anticipating on weather downgrading: usually LVP are activated before
reaching the CAT II conditions (e.g. when RVR is lower than 600m or ceiling equal or lower than 200ft).
An operator shall verify that Low Visibility Procedures (LVP) have been established, and will be enforced, at aerodromes
where Low Visibility Operations are to be conducted.
Before commencing a Low Visibility Take-Off, a lower than Standard CAT I, an other than Standard CAT II, or a Category
II or III approach, the commander must ensure that appropriate Low Visibility Procedures are in operation.
There are a number of aerodromes which may support Low Visibility Take-Off although they are not approved for Cat-
egory II or III operations. In such case, low visibility procedures may be lightened. The simplest acceptable LVP may
consist in allowing only one aircraft at a time on the manoeuvering area and in restricting vehicle traffic to the absolute
minimum.
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E. Flight crew
operating procedures
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E. Flight crew operating procedures
1. General
Operators must develop procedures and operational instructions to be used by flight crews. These procedures and
instructions must be published in the Operations Manual. All the instructions must be compatible with the limitations
and mandatory procedures contained in the approved Aircraft Flight Manual.
The procedures and the operational instructions should cover normal and abnormal situations that can be encountered
in actual operations.
Each airline develops its own procedures taking into account its own specificities. The following chapters give guidance
material on the main items to be covered. Proposed procedures need to be modified or adapted to the airline operating
rules according to the operational regulation in force.
General principles
CAT
Q II, other than Standard CAT II and CAT III approaches on ATR are ILS approaches for which decision
height (DH) is determined by means of a radio altimeter.
All
Q CAT Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are performed with
the autopilot engaged.
For CAT II approaches, the autopilot is disconnected at a height of 80ft and the landing is performed manually.
For CAT IIIA, other than Standard CAT II and lower than Standard CAT I approaches the autopilot is discon-
nected at touchdown: The approach and landing are performed automatically, the aircraft is controlled manu-
ally during the roll-out.
Prior
Q to conducting a Low Visibility Take-Off, CAT Il approach, CAT III approach, other than Standard CAT II or
lower than Standard CAT I approach, each crew member must be qualified for such operations and have com-
pleted an approved training and checking program (please refer to chapter F, Flight crew training and qualification).
CAT
Q Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are conducted according
to a clearly defined task sharing. Basically the pilot flying is the one who acquires the visual references and
takes the decision to land or to carry out a go-around at DH. The Pilot Not Flying has the task of monitoring the
approach with permanent reference to the instruments and to make the appropriate call-outs.
2. Pre-flight procedures
In addition to normal flight preparation, the following planning and preparation must be performed when CAT Il, CAT III,
other than Standard CAT II and lower than Standard CAT I approaches are planned.
Aircraft
Q status check: review the log book to confirm that no write-up during previous flights affects equip-
ment required for Low Visibility Operations. The required equipment list is given in the FCOM and in the AFM
and is duplicated in the operating manual (please refer to Paragraph C.3, Aircraft minimum equipment required).
The dispatch conditions of the MEL should be in accordance with this list.
Crew
Q qualification: check that both Captain and First Officer are qualified and current to perform Low Visibility
Operations.
Weather
Q information: In case of low visibility conditions at take-off or at the destination aerodrome, check that
the weather forecasts at the take-off alternate aerodrome and/or at the destination alternate aerodromes allow
complying with the operating regulation on planning minima.
NOTAMs
Q review: make sure that at the destination visual aids (runway and approach lighting) and non-visual
aids (ILS, RVR equipment, stand-by power) still meet LVO requirements.
Fuel
Q planning: assess the need to take extra fuel for possible approach delays.
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3. On ground procedures and precautions
3.1. General
Ground movement starts from the parking stand to the take-off run, and from the end of the landing roll to the parking
stand.
Many crew members are not aware that taxiing is one of the most critical phases in low visibility conditions. Aerodrome
complexity and traffic density contributes to increase the risk of:
Mistake in location and identification of taxi routes to be followed,
Collision with vehicles or other aircraft on the maneuver area, at taxiway intersections or along taxiways,
Unauthorised entry to an active runway.
The most hazardous situation comes from an unauthorized entry on to an operational runway. In restricted visibility or
at night this can happen without the ATC controller being immediately aware of the situation. On airports approved to
support Low Visibility Operations, active runways are clearly and unmistakably marked. The most common cause of
unauthorised runway incursion is a misunderstood clearance. The crew believes that it has been cleared to enter or
cross a runway and proceeds unless there is some obvious, immediate, danger.
Language difficulties, busy environment, confusing phraseology, congested radio frequencies, cockpit distractions,
time pressure, and similarity of call signs are all factors which may result in a misinterpretation of what has been said.
Conversely, a good understanding of the over-all situation (gained by monitoring the ground frequency), a systematic
request of clearance confirmation at the slightest doubt, a confirmation of clearance to enter a runway by visual signals
(e.g. stop bars if installed) are good means to reduce the risks associated to a misunderstood clearance.
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E. Flight crew operating procedures
Taxi actions and checklist, before take-off briefing and company communication are performed preferably
when the aircraft is stopped,
CM2 should follow taxi progress on the airport diagram, check consistency of taxiway orientation with aircraft
heading, call out all signs to verify position.
On ATR -600 CM1 and CM2 control aircraft position on the airport moving map (please refer to Paragraph E.4,
Low Visibility Take-Off).
Always
Q use taxi light to visually indicate movement. (When entering any active runway ensure all exterior lights
are illuminated).
Read
Q back all clearances: If any crewmember is in doubt regarding the clearance, stop the airplane and verify
taxi routing against the written clearance or with ATC.
In
Q case of malfunction or if a problem occurs during taxi, stop the aircraft, set parking brake, and inform ATC
before performing any action.
If
Q and when the crew feels lost or has any doubt on their position, they must ask ATC for help.
Pilots can get confused at intersections if they do not see the signs indicating which taxiway they are crossing. The
problem lies in the fact that the signs are placed a fair distance before the intersection - an important feature which
allows the crew to anticipate -, and that they are not repeated as a confirmation of the intersection. In fact, at a given
intersection, the only visible signs may be those for the next intersection.
For a variety of reasons pilots may face a change of route during the taxi phase: taxiing to the gate is most difficult when
the route is changed in mid-stream. Once pilots get a mental picture of the route they need to take from the runway to
the gate, it is hard to replace it with another route. Such situation requires increased vigilance during taxi routing and
whilst in visual surveillance
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3.4. Airport moving map
3.4.1. Electronic Flight Bag (EFB)
The PilotView EFB can be fitted on any ATR version. EFB Chart viewer applications are provided by Jepessen, Lido
or EAG. These interactive viewers allow the display of the aircraft position on the airport charts, from the aircraft GPS
position input. During taxi, this is particularly interesting for pilots maneuvering around unfamiliar airports. This efficiently
increases situational awareness and reduces runway incursions.
The airport installation (runway lighting system, RVR measurement system ...) is the determining factor in establishing
the minimum acceptable values of RVR allowing a take-off based exclusively on visual reference.
These minimum RVR values, defined as take-off minima, vary according to the applicable operational regulation. As
an example, the following Paragraph E.4.2 presents the rules applicable for operators subject to European regulation.
In addition to the conditions prescribed by regulation for LVTO, the operator may edit specific instructions such as:
The Captain is the Pilot flying
Rolling take-offs are prohibited
When possible, the full length of the runway is used.
In low visibility conditions it is usually not possible to come back and land at the aerodrome of departure. Consequently,
a suitable take-off alternate aerodrome has to be selected, according to the applicable operational regulation.
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E. Flight crew operating procedures
4.2. Low Visibility Take-Off under European regulation (EU-OPS)
Operators must verify that Low Visibility Procedures (LVPs) have been established and will be enforced at aerodromes
where Low Visibility Take-Offs are to be encountered.
Conversion of reported meteorological visibility into RVR (please refer to Paragraph B.3.5, Conversion of reported mete-
orological visibility to RVR) is not permitted at take-off.
Take-offs with RVR less than 400m are considered by EU-OPS as LVTO and are split into two categories:
LVTO with RVR lower than 150m but not lower than 125m
Take-offs in this range of RVR are subject to an operational approval by the Authority. Both flight crew members must
be qualified for such operations and have completed training in a flight simulator (please refer to Chapter F, Flight crew
training and qualification). The following conditions must also be met:
High intensity runway centreline lights spaced 15m or less and high intensity edge lights spaced 60m or less are
in operation,
A 90m visual segment is available from the cockpit at the start of the take-off run,
The 125m RVR value has been achieved for all of the relevant RVR reporting points (no exemption for the initial
part of the take off run).
NOTE: The obscured segment for an ATR aircraft on ground is only 8 meters. Consequently, with 125m RVR, the condition on a 90m visual
segment should not be a limiting condition.
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Summary of flight crew actions before commencing a Low Visibility Take-Off under
European regulation
check
Q that low visibility procedures are active,
check
Q that the reported Visibility/RVR is not below the published minima (or the operator minima, if higher) ac-
cording to the lighting and markings available,
check
Q that a take-off alternate aerodrome is available: as ATR aircraft are not certified to perform CAT II or
CAT III approaches with one engine out, when the reported RVR is below the minimum value required for
a Category I approach on the departure aerodrome (basically 550m), a take-off alternate aerodrome with
weather conditions above the landing minima must be selected (please refer to EU-OPS 1.297, Planning minima
for IFR flights),
for
Q take-off with RVR=125m check that the additional conditions are satisfied (Operator approval, crew qualifi-
cation, runway lights spacing, visual segment, RVR for all relevant reporting points),
apply
Q standard take-off procedures and task sharing, except if airline policy introduces specific requests.
5. Approach preparation
The following actions have to be performed preferably before the start of descent and in any case before the beginning
of the approach phase.
A weather analysis allows the crew to determine if present conditions require a low visibility approach and if the wind
is compatible with the CAT II/III wind limitation (please refer to Paragraphs B.2.2, The effect of wind and turbulences and
C.1.4, AFM content).
The weather at the selected alternate aerodrome should also be collected. It must be checked that weather condi-
tions at the destination or at the alternate aerodrome will be, at the expected time of arrival, above the operating
minima. If weather conditions at destination are below the operating minima, the flight can be continued towards
the destination (but not beyond the approach ban point) as long as conditions at the alternate are above the landing
minima.
If a CAT Il, CAT III, other than Standard CAT II or lower than Standard CAT I approach is likely, it must be check that
LVPs are reported active.
If any ground equipment is reported unserviceable, the effect on the minima must be determined (please refer to Para-
graph E.8, Effects of failure of ground equipments).
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E. Flight crew operating procedures
it is necessary to perform an accurate fuel management to establish the maximum holding time at destination before
diverting. The crew should also consider the risk of holding due to a large number of diverting flights at the alternate
aerodrome.
5.4. DH setting
In addition to the standard setting performed prior to any ILS approach (speeds bugs, TQ bugs, Markers volume), for
a CAT II, other than Standard CAT II or CATIII approach, the DH of the procedure must be set and cross-checked.
A radio altimeter test is recommended.
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5.7. Seat position
Each flight crew member has to adjust his seat height and position
to obtain an optimum visual segment. The seat is correctly ad-
justed when the pilots eyes are in line with the red and white balls
located above the glare shield.
CAT III, other than Standard CAT II and lower than Standard CAT I approaches are conducted in automatic mode, with
the speed hold function engaged all the way to touchdown. The roll-out is performed manually.
The DH recognition is made in reference to the height measured by radio-altimeter and all height call-outs are based on
the radio altimeter. The approach may be continued below DH provided that the required visual reference is established
at the DH.
Flight crew members duties during approach, flare, roll-out and missed approach are to be clearly delineated in the
Operations Manual. Special attention should be paid to the allocation of flight crew duties so as to ensure that the
workload of the pilot making the decision to land or to execute a missed approach enables the pilot to concentrate on
supervision and on the decision-making process.
The task sharing proposed in Paragraph E.6.3 here below is one example of how to conduct a low visibility approach. It
can be adapted by operators to be consistent with their own standard procedures; nevertheless, the AFM procedures
must always be observed.
The touchdown zone RVR is always controlled. If reported and relevant, the mid-point and the stop-end point
are also controlled: the minimum RVR value for mid-point is 125m and 75m for the stop-end point.
Relevant means: part of the runway used during the high speed phase of the landing down to a speed of ap-
proximately 60kts.This has to be appreciated taking into account the conditions of the day. Nevertheless, most
of the time, given the ATRs landing distance (usually short), only TDZ RVR needs to be controlled.
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E. Flight crew operating procedures
In summary, when passing OM or equivalent position if the last transmitted RVR for touch down zone is below
the operating minima, a go-around is initiated.
The workload is distributed in such a way that PF primary tasks are supervising and decision making, and the PNF
primary task is the monitoring of automatic systems.
CM1 - PF
is
Q head down during approach,
monitors
Q A/C position, flight path parameters and AP,
controls
Q the speed,
has
Q hands on controls and power levers throughout the approach,
selects
Q modes and announces changes,
requests
Q checklists, flaps setting and gear extension,
is
Q head up approaching DH to search visual references,
at
Q DH, announces the decision to land or to go around,
in
Q CAT II: takes manual control at 80 ft and performs a manual landing,
in
Q CAT III, monitors flare and de-crab, at touchdown disconnects auto pilot, retards power levers and takes
manual control for the roll-out.
CM2 - PNF
is
Q head down to monitor flight instruments throughout approach, go-around or landing until rollout completion,
takes
Q charge of radio communications,
carries
Q out actions requested by CM1 (flaps setting, gear extension, AFCS (or FGCS) selection),
calls
Q any deviation or failure warning,
monitors
Q auto call-out or calls out radio heights including 100 above,
at
Q DH, if decision is not announced by CM1, calls out DECISION- If no response from CM1, initiates a go-
around.
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E: Execute A: Announce C: Check O: Order Items specific to CAT II
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E. Flight crew operating procedures
If visual references sufficient
E: Execute A: Announce C: Check O: Order Items specific to CAT II
CM1 (PF) ANNOUNCEMENTS
FLIGHT EVENTS / ACTIONS CM1 CM2 CM2 (PNF) ANNOUNCEMENTS
REMARKS
Approach is continued A Landing
80ft RA C A 80
AP disconnection E/A C AP off
CM1 disconnects AP at 80 ft(2)
50ft RA C A 50
20ft RA C A 20
CM1 reduces PL and performs a
manual landing
CM2 remains head down until aircraft is
on the ground with IAS< 70kts
Low pitch A Two low pitch
70kts A 70 kts
A I have control
Runway vacated A Runway vacated message to ATC
(1)
Stabilised means: On the final approach segment flight path
In landing configuration at Vapp speed
Final checklist completed
(2)
On aircraft fitted with MOD 0069, AP can be disconnected between 80ft and 50ft (50ft is the minimum height
certified for use of autopilot in approach mode)
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Dual couple approach mode
Dual coupling is confirmed by checking that both the CPL arrows are dis-
played on the AFCS control panel.
(Please refer to Paragraph C.2.1, AFCS on classic instruments ATR, for dual
coupling conditions)
IAF: if the pilot flying on the flight leg is CM2, then CM1 should become PF not farther than IAF.
OM or equivalent position but not lower than 1000ft: it is the approach ban point. This point is also used to
confirm glide slope and to check stabilisation.
800ft RA: LOC and GS must be fully captured (no *) and dual coupling confirmed this point is also a key point
in failure management logic: below 800ft RA any failure should conduct to a go-around (Please refer to Paragraph
E.7, Abnormal procedures).
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E. Flight crew operating procedures
6.5. Normal procedures and task sharing for CAT III, other
than Standard CAT II and lower than Standard CAT I
approaches on ATR -600
For later revision.
Figure E7: Visual segment approaching CAT II minima Figure E8: Visual segment at 80 ft
In CAT II conditions, the visual cues must be sufficient to enable the pilots to judge the aircrafts orientation to the run-
way and to perform a manual landing.
In CAT III, visual cues must allow the pilot to decide if the aircraft will land in the touch down zone.
In order to establish lateral position and cross track velocity most pilots need not less than a 3 lights segment of the
centreline of the approach light, or runway centre line or runway edge lines.
For roll guidance, most pilots need to see a lateral element of the ground pattern (e.g an approach lighting cross bar,
the landing threshold, or a barrette of the TDZ). To make an accurate adjustment to the flight path in the vertical plane,
such as a flare, most pilots need to see a point on the ground which has a low or a zero rate of apparent movement
relative to the aircraft.
On the basis of those findings, the European regulation states that a pilot may not continue an approach below DH
unless visual references in accordance with the table hereunder are obtained and maintained.
Use of landing lights at night in low visibility conditions can be detrimental to the acquisition of visual references. Re-
flected lights from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be
used in Category II/III weather conditions.
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CAT II
Visual references Other than stand. CAT II CAT III A
Lower than stand. CAT I
3 consecutive lights of :
the centre line of the approach lights,
or the touchdown zone lights,
or the runway centreline lights, X X
or the runway edge lights,
or a combination of these
A lateral element of the ground pattern:
Approach lighting cross bars,
or threshold X
or barrettes of the TDZ
Table E1: visual references vs. approach categories
If the RVR is at the minimum value of the approach category (300m for CAT II, 200m for CAT IIIA) the visual segment at
the decision height should be as shown on the drawings below:
Zone
obscured
by fog
Visual
segment
Zone
obscured
by aircraft
nose
Figure E9: Visual references at 100ft with 300m RVR Figure E10: Visual references at 50ft with 200m RVR
7. Abnormal procedures
7.1. General
There are three possible responses to the failure of any system, instrument or element during a low visibility approach.
Continue the approach to the planned minima,
Continue the approach to higher minima and proceed to a new DH or DA,
Go-around, reassess the capability and consider a new approach or a diversion.
The nature of the failure and the point of its occurrence will determine which response is appropriate.
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E. Flight crew operating procedures
7.2. Failure treatment concept
In the Operations Manual, each operator has to develop its own abnormal procedures, in agreement with its Authority.
ATR recommends that any failure occurring during a low visibility approach be treated in accordance with the following
general rule:
If
Q associated actions, checklist and assessment are completed before reaching 800ft RA:
The approach can be continued to the planned minima if the failure does not affect the aircraft capability,
The approach can be continued to higher minima if the failure allows reversion from CAT II, lower than Stand-
ard CAT I, other than Standard CAT II to CAT I or from CAT III to CAT II or CAT I. In such cases the reported
RVR must be above the new categorys minima; a short briefing is made and the new DH or DA is set.
If none of the previous situations apply, a go-around is performed and a diversion is considered
If
Q associated actions, checklist and assessment are not completed before reaching 800ft RA or if failure oc-
curs below 800ft RA
A go-around is performed, the aircraft capability is reassessed and according to the weather conditions, the
flight crew decides to perform a new approach or to divert.
It has been considered that below 800ft, not enough time is available for the crew to perform the necessary switching,
to check system configuration and limitations and brief for minima.
Nevertheless if visual references are obtained at the time of failures occurrence the Captain may decide to continue the
approach considering the aircraft position and the kind of failure.
The operator policy may also decide to make some exemption to this general rule for some very specific events (engine
fire, smoke in the cabin) where it may be considered preferable (Captain decision) to continue the approach.
Go-around
Go-around
The failure occurs
between 800ft RA
and DH
DH
The failure occurs below DH Captain decision to land or to go-around
according to the type of failure, the visual
references and the aircraft position
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Those failures and their associated procedures have to be developed in details in the airlines Operations Manual.
Asummary is given hereunder:
Failures
Q for which a reversion to CAT I minima is possible if failure has been completely treated before reaching
800ft (considering CM1 is PF):
Flaps failure (jammed between 0 and 15)
Engine failure
Failure of two MFC modules
Flag on standby horizon
Radio altimeter
EFIS COMP -ATT/PIT/ROLL warning on any EFIS
EFIS COMP - HDG warning on any EFIS
EFIS COMP - LOC/GS/ILS warning on any EFIS
Loss of both CRT on one side (SGU failure)
Loss of Airspeed indicator 1 or 2
Loss of Altimeter 1 or 2
AP disengagement (with impossibility to recover)
Loss of ADU
Loss of CAT II capability (with impossibility to recover)
Failures
Q which do not prevent continuation of the approach to CAT II minima if the failure has been completely
treated before reaching 800ft:
Flaps failure (jammed above 15)
Hydraulic failure without fluid loss (blue and green circuit available)
Failure of one MFC module
Loss of one CRT
Master Caution or Master Warning for any other event which do not cause one of the failure or warning ad-
dress here above chapter E.7.2 and E.7.3.
Comments
ATR
Q aircraft are not certificated for CAT II approaches with one engine out; nevertheless in conditions equal or
better than CAT I, a single engine approach can be performed with the autopilot engaged.
The
Q STBY horizon must be operative during a CAT II approach because in case of:
CAT II INVALID message,
excess deviation (please refer to Paragraph E.7.5, Maximum ILS deviation allowed),
AFCS failure,
EFIS COMP,
a Go-around must be performed by using the STBY horizon with an initial missed approach pitch of 10.
RA
Q Failure: If the radio altimeter fails, amber dashes replace the digital display, and the rising runway (if dis-
played) is removed.
The
Q ADU must be operative for the display on it of CAT II capability and CAT II INVALID messages.
DEVIATION CALLs
IAS: +10 Kts / 5 Kts speed
Bank angle >10 bank
Pitch attitude: 4 pitch
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E. Flight crew operating procedures
The excessive ILS deviation monitor is active during dual coupled Category II approaches. Glideslope deviation is
monitored between 500 feet and 100 feet AGL, and localizer deviation is monitored between 500 feet and 0 feet AGL.
On classic instruments ATR, if excessive deviation is detected, the associated scale and pointer turn amber and flash
and the message EXCESS DEV is displayed on the ADU. If installed, the Guidance warning light located in the primary
field of view of the pilot is also triggered.
If this warning occurs during a CAT Il, CAT III, other than Standard CAT II or lower than Standard CAT I approach, the
PNF announces Deviation or Guidance and the PF initiates a go-around except provided that visual references are
sufficient.
Nevertheless and depending on the operational regulation applied, it may be accepted that a simple or partial failure
does not prevent a low visibility approach or merely leads to increased minima.
As an example, the table here below shows the effect of failure of ground equipment for operators applying the Euro-
pean regulation:
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NOTE: Multiple failures of runway lights other than indicated in this table are not acceptable.
Deficiencies of approach and runway lights are treated separately.
A combination of deficiencies in runway lights and RVR assessment equipment is not allowed.
Failures other than ILS affect RVR only and not DH.
This table is intended for use both pre-flight and in-flight. It is not expected however that the commander would consult
such instructions after passing the outer marker or equivalent position. If failures of ground aids are announced at such
a late stage, the approach could be continued at the commanders discretion. If however failures are announced before
such a late stage in the approach, their effect on the approach should be considered as described in the table, and the
approach may have to be abandoned to allow this to happen.
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F. Flight crew training
and qualification
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1. General
Operators must provide appropriate training and qualification for each pilot intended to perform Low Visibility Opera-
tions. Training and crew qualification programs should include provisions for appropriate ground training, simulator
training, and recurrent training.
Flight crew members are expected to have a comprehensive level of knowledge with respect to each of the ground
training subjects. During the simulator training pilots are expected to perform the relevant procedures or applicable
manoeuvers and must demonstrate having the skill to perform their assigned duties.
The training program must be related to the aeroplane type, to the particular airborne system and to the operating pro-
cedures adopted by the operator. Operational regulation establishes the minimum content of those training program.
ICAO, FAA and EASA regulations are quite similar.
Training and qualification program provided in the following paragraph is based on EASA requirements. Each flight crew
member must have successfully completed this training and qualification program prior to conducting:
Low visibility take-offs in less than 150m RVR
Lower than Standard Category I approaches
Other than Standard Category II approaches
CAT II and CAT III approaches
2. Ground training
It is the operators duty to establish a ground course to ensure flight crew understands the specific environment of
Low Visibility Operations and that they have a good knowledge of characteristics and limitations of both ground and
airborne equipment.
The European regulation requests that at least the following items be covered (cf. Appendix 1 to EU-OPS 1.450 (b)).
Flight crew members with previous CAT II or CAT III experience with the operator or with another European opera-
tor may undertake an abbreviated ground training course.
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F. Flight crew training and qualification
3. Simulator training and checking
3.1. Full training program
Each flight crew member must be trained to carry out his/her duties appropriate to the particular airborne system as
well as be instructed on the coordination required with other crew members. Maximum use should be made of flight
simulators capable of performing the specified manoeuvers, and which can appropriately represent the limiting visual
conditions related to the applicable minima.
EASA requirements are detailed in Appendix 1 to EU-OPS 1.450 (c & f). The main outlines of this document are ex-
plained here below:
Training must be divided into phases covering normal operations with no aeroplane or equipment failure but including
all weather conditions which may be encountered and detailed scenarios of aeroplane and equipment failures which
could affect Category II or III operations.
The initial simulator training program for Low Visibility Operations must include the following items (1 to 7) and the fol-
lowing exercises (8 to 19):
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21. take-offs in RVRs below 150 m:
normal take-off in minimum authorised RVR conditions;
take-off in minimum authorised RVR conditions with an engine failure between V1 and V2, and
take-off in minimum authorised RVR conditions with an engine failure before V1 resulting in a rejected
take-off.
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F. Flight crew training and qualification
14 Repositioning 10Nm RVR 300m, ceiling 120ft 10 3h30
CAT II approach Loss of ADU at 1500ft
Captain decision go around
15 Repositioning 10Nm final RVR 300m, ceiling 120ft 10 3h40
CAT II approach Loss STBY horizon at 1200ft
Captain decision go around
16 Radar vectoring RVR 300m, ceiling 120ft 20 4h00
CAT II approach FOs EADI failure at 1200ft
Captain decision: app. Continued
Captain decision : landing Engine fire at 400ft
another European Community Operator through a similar type of operation (auto coupled/auto-land or Category
II with manual land) on the same type and variant of aeroplane
or
the operator but on a different type or variant of aeroplane.
The abbreviated flight simulator course consists of a minimum of six approaches and/or landings in a flight simulator.
With the approval of the Authority the operator may reduce this number of approaches/landings.
More details on conditions allowing abbreviating the flight simulator course are given in Appendix 1 to EU-OPS 1.450
(a&d).
4. Line training
Once the simulator training and checking program has been completed, each flight crew member undergoes the fol-
lowing line flying under supervision (LIFUS) before initiating Category II or III approaches: (cf. Appendix 1 to EU-OPS
1.450 d (4))
For
Q Category II when a manual landing is required, a minimum of three landings from autopilot disconnect;
except that only one manual landing is required when the flight simulator training required has been carried out
in a flight simulator qualified for zero flight time (ZFT) conversion.
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For
Q Category III, a minimum of two auto lands except that only one autoland is required when the flight simula-
tor training has been carried out in a flight simulator qualified for zero flight time conversion (see also (d) ii B
App 1 EU-OPS 1.450 for flight crew members who have completed a ZFT type rating conversion course)
EASA requirements concerning flight experience can be summed up as follows: (cf. Appendix 1 to EU-OPS 1.450 (e))
Before commencing Category II or III operations, the following additional requirements are applicable to com-
manders, or pilots to whom conduct of the flight may be delegated, and who are new to the aeroplane type:
50 hours or 20 sectors on the type, including line flying under supervision; and
100 m must be added to the applicable Category II or Category III RVR minima until a total of 100 hours or
40 sectors, including LIFUS has been achieved on the type.
Those requirements may be reduced for flight crew members who have previously been qualified for Category II/
III operations with a Community operator or who have CAT II/III command experience. See details in Appendix1
to EU-OPS 1.450 (e).
Under European regulation (cf. Appendix 1 to EU-OPS 1.450 (g)), the required number of approaches to be under-
taken in the flight simulator within the validity period of the operators proficiency check (6 month) is to be a minimum
of two:
one must be a landing at the lowest approved RVR;
one may be substituted by an approach and landing in the aeroplane using approved Category II and III
procedures.
In addition, during the conduct of the operators proficiency check, one missed approach must be flown.
If the operator is authorised to conduct take-off with RVR less than 150 m, at least one LVTO to the lowest applicable
minima shall be flown during the conduct of the operators proficiency check.
Recency for LTVO and Category II/III based upon automatic approaches and/or auto-lands is maintained by recurrent
training and checking, as prescribed in this paragraph.
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F. Flight crew training and qualification
7. The qualification process of flight crew
under EASA regulation: overview
Flight crew without Flight crew with CAT Flight crew with CAT Flight crew with CAT
CAT II/III experience II/III experience: II/III experience: II/III experience:
with other operator & with other operator & with same operator
on different type same type of operation on different type or
on same type and variant
variant
Qualication to CAT
II/III approaches with QUALIFICATION FOR CAT II/III
RVR minima +100ft APPROACHES to the lowest minima
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G. Operators duties
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G. Operators duties
1. Establishing operating minima
1.1. General
Aerodrome operating minima are defined as the limits of usability of an aerodrome for either take-off or landing. They
are established in order to ensure a desired level of safety for aeroplane operations at an aerodrome by limiting these
operations in specified weather conditions.
Its the operators responsibility to establish aerodrome operating minima for each aerodrome to be used in operations.
In determining the values of operating minima, the operator must take into account. (cf. ICAO Annex 6 4.2.7.2)
For low visibility approach, operating minima are expressed as an RVR associated to a DH.
DH is the minimum height in an approach by which a missed approach must be initiated if the required visual
reference to continue the approach has not been established. DH value is established taking into account:
the characteristics of the aeroplane and its equipment (i.e. minimum DH specified in the AFM),
obstacles in the approach and missed approach area (i.e. obstacle clearance height)
the performance of the approach aid (ILS),
the category of operations.
The RVR associated to a Decision Height is intended to provide a high probability that the required visual refer-
ences will be available at that decision height.
The RVR is established taking into account:
the DH value: As a general rule, the higher the aeroplane is at DH, the greater will the RVR required be (please
refer to Paragraph B.3.3, RVR use)
the lighting system characteristics,
the tasks the pilot is required to carry out at and below DA/H in order to complete the landing (manual landing
or monitoring of an autoland).
Nevertheless, aerodrome minima established in that way by the operator must not be lower than:
minima that may be established by the State in which the aerodrome is located,
DH and RVR minimum values imposed by the operators authority through a specific authorisation, or more
generally through the applicable operational regulation.
NOTE: Minima on their own have no intrinsic meaning; they only have significance in conjunction with a set of operating policies,
procedures and pilot training program. For this reason, the imposition of specific operating minima by the State of the Aerodrome
on operators from another State can lead to inconsistencies or be counter-productive.
For example, a European operator who has implemented low visibility operational procedures and a pilot training pro-
gram, as described in Chapter E and F, can use the minimum DH and RVR required by EASA regulation, except if the
State of the aerodrome where operations take place has published higher minima.
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1.2. EASA take-off minima
Please refer to EU-OPS 1.430, Appendix 1 (a) - Take-off Minima
The take-off minima established by an operator must be expressed as RVR/Visibility values not lower than:
(1)
The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot
assessment.
(2)
For night operations at least runway edge and runway end lights are required.
(3)
The required RVR value must be achieved for all of the relevant RVR reporting points with the exception
cited (1) above.
Subject to approval from the relevant Authority, and provided additional conditions are satisfied, the take-off minima
may be reduced to 125 m (please refer to Paragraph E.4.2, Low Visibility Take-Off under European regulation (EU-OPS) ).
The
Q Decision Height for CAT II operations must not be lower than:
the minimum decision height specified in the AFM (100ft for all ATR series); or
the minimum decision height to which the precision approach aid can be used without the required visual
reference; or
the Obstacle Clearance Height (OCH- see paragraph D4) for the category of aeroplane; or
the Decision Height to which the flight crew is authorised to operate; or
100ft (30m).
NOTE: CAT II approaches are auto-coupled approaches to below DH. The automatic flight control system must be used down to a height
which is not greater than 80% of the applicable DH. Thus airworthiness requirements may, through minimum engagement height for the
automatic flight control system, affect the DH to be applied. For ATR aircraft, as the minimum height for the use of autopilot in approach
mode is 80 ft (50ft for Aircraft with Mod 0069), there is no limitation for the use of a DH equals to 100ft.
The
Q required RVR depends on the DH value as follows:
The
Q Decision Height for CAT III operations must not be lower than:
the minimum decision height specified in the AFM, (50ft for ATR -600); or
the minimum height to which the precision approach aid can be used without the required visual reference; or
the decision height to which the flight crew is authorised to operate.
The
Q minimum RVR required for CAT IIIA approaches with a DH less than 100ft is 200m.
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G. Operators duties
1.5. EASA Lower than Standard CAT I minima
Please refer to EU-OPS 1.430, Appendix 1 (e) - Lower than Standard Category I operations
The
Q Decision Height for lower than Standard CAT I operations must not be lower than:
the minimum decision height specified in the AFM, if stated;
the minimum height to which the precision approach aid can be used without the required visual reference; or
the OCH for the category of aeroplane; or
the decision height to which the flight crew is authorised to operate; or
200 ft.
The
Q required RVR depends on the DH value as follows:
The visual aids required to conduct lower than Standard Category I Operations comprise:
The
Q DH is established as for Category II approaches (see here above)
The
Q required RVR depends on the DH value as follows:
The visual aids required to conduct other than Standard Category II Operations comprise:
standard runway day markings and
runway lighting (runway edge lights, threshold lights, runway end lights).
approach lighting ( for FALS, IALS, BALS and NALS definitions, please refer to Paragraph D.6.3) and
centre line lights for operations in RVR of 400 m or less.
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1.7. Operating minima publication
For standard operations, a large number of operators decides to use operating minima published on Jeppesen ap-
proach charts. Minima published by Jeppesen are the minimum values allowed by the operational regulation prevailing
in the concerned region of the world.
Concerning Low Visibility Operations, Jeppesen documentation can also be used for Low Visibility Take-Off (please
refer to Paragraph E.4.2) and for CAT II approaches (see figure 56 here below). Concerning lower than Standard CAT I,
other than Standard CAT II and CAT III approaches, Jeppesen does not publish any operating minima. It is the operator
responsibility to publish minima for these operations.
The implementation of Low Visibility Operations will generally affect different parts of the Operations manual, depending
on the general structure of the document.
The
Q general/basic part which contains non type-related operational policies should include a chapter concern-
ing Low Visibility Operations: this chapter should address the following matters:
definition of Low Visibility Operations
(please refer to Paragraph A.5, Definitions),
regulatory framework
(please refer to Paragraph A.4, Relevant regulations),
general conditions on aircraft, crew and ground equipment
(please refer to Paragraph A.3, Low visibility operations (LVO) concept),
rules for the determination and use of operating minima
(please refer to Paragraph G.1, Determination of operating minima),
rules for the commencement and continuation of approach
(please refer to Paragraph E.6.2, Approach ban / RVR controlling),
use of weather report and RVR controlling
(please refer to Paragraphs B.4, Weather Documentation and E.6.2, Approach ban / RVR controlling),
minimum visual references
(please refer to Paragraph E.6.4, Normal procedures on classic instruments ATR for CAT II approaches),
effects of ground equipment failure
(please refer to Paragraph E.8, Effects of ground equipment failure).
The
Q section on the Aeroplane operating matters comprises all type-related instructions and procedures. It
should contain aircraft limitations plus detailed operating procedures which must include the description of flight
crew member duties during take-offs, approaches, flares, roll-outs and missed approaches. Special attention
must be paid to task sharing in conjunction with the workload of each crew member. Particular emphasis must
be placed on flight crew responsibilities during transition from non-visual conditions to visual conditions, and
on the procedures to be used in deteriorating visibility conditions or when failures occur. The given instruc-
tions depend on which airborne equipment is used and on which flight deck procedures are being followed
(please refer to Chapter E, Flight crew operating procedures).
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G. Operators duties
The
Q Training part should describe in detail the flight crew training and qualification process and the recurrent
training and checking program
(please refer to Chapter F, Flight Crew Training and qualification).
For European operators, Appendix 1 to EU-OPS 1.455 (b) lists the different items to be covered by the operations
manual:
(i) checks for the satisfactory functioning of the aeroplane equipment, both before departure and in flight
(please refer to C3, E2, E5)
(ii) effect on minima caused by changes in the status of the ground installations and airborne equipment
(please refer to C3, C.4, E8)
(iii) procedures for the take-off, approach, flare, landing, roll-out and missed approach
(please refer to E3, E4, E5, E6)
(iv) procedures to be followed in the event of failures, warnings and other non-normal situations
(please refer to E7)
(v) the minimum visual reference required
(please refer to E.6.4);
(vi) the importance of correct seating and eye position
(please refer to E.5.7);
(vii) action which may be necessary arising from a deterioration of the visual reference
(please refer to E.6.5);
(viii) allocation of crew duties in the carrying out of the procedures according to subparagraphs (i) to (iv) and
(vi) above, to allow the Commander to devote himself/herself mainly to supervision and decision making
(please refer to E.6.3);
(ix) the requirement for all height calls below 200 ft to be based on the radio altimeter and for one pilot to
continue to monitor the aeroplane instruments until the landing is completed
(please refer to E.6.1);
(x) the requirement for the Localizer Sensitive Area to be protected
(please refer to D.5.4 & E.5.1);
(xi) the use of information relating to wind velocity, wind shear, turbulence, runway contamination and use of
multiple RVR assessments
(please refer to B.2, B.3, B.4, E.5.1, E.6.2);
(xii) procedures to be used for:
(A) lower than Standard Category I;
(B) other than Standard Category II;
(C) practice approaches and landing on runways at which the full Category II or Category III aerodrome
procedures are not in force
(please refer to E.6);
(xiii) operating limitations resulting from airworthiness certification and
(please refer to C.1, C.2)
(xiv) information on the maximum deviation allowed from the ILS glide path and/or localizer
(please refer to E.7.5).
3. Operational demonstration
3.1. General
Operational regulation (cf. AC 120-29A / AC 120-28D 10.5 and Appendix 1 to EU-OPS 1.440) compel operators to carry
out an operational demonstration before being authorised to perform CAT II/III approaches.
The aircraft system suitability is demonstrated through the initial airworthiness demonstration. The aim of the opera-
tional demonstration is not to repeat the flight test program performed for the CAT II/III airworthiness approval. It is to
determine or validate the use and effectiveness of the aircraft flight guidance systems, training, flight crew procedures,
maintenance program, and manuals applicable to the program being approved.
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In practice the operational demonstration consists in performing a number of approaches in CAT I or better weather
conditions using Category II/III systems and procedures. Such demonstration may be conducted in line operations,
during training flights or during aircraft type or route proving runs. The flight crew involved in this demonstration must
have completed his low visibility ground and simulator training. Approaches and landings performed during this dem-
onstration must be recorded through a data collection method (e.g. a form to be used by the flight crew) to establish
that performances and reliability in line service are suitable.
If the number of unsuccessful approaches exceeds 5% of the total (e.g. unsatisfactory landings, system disconnects)
the evaluation program must be extended in steps of at least 10 approaches and landings until the overall failure rate
does not exceed 5%. Unsatisfactory approaches and/or automatic landings shall be documented and analysed. The
resulting data and a summary of the demonstration data should be made available to the operational Authority.
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G. Operators duties
EASA definition of a successful approach
IEM Appendix 1 to EU-OPS 1.440
From 500 feet to start of flare:
Speed is maintained as specified in AMC-AWO 231 2 (speed control); and
No relevant system failure occurs; and
From 300 feet to DH:
No excess deviation occurs; and
No centralised warning gives a go-around command (if installed).
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5. Continuous monitoring
After obtaining the authorisation to perform low visibility approaches, the operator must monitor the overall safety of
those operations and monitor the automatic landing system performance of each aeroplane.
The reporting of satisfactory and unsatisfactory Category II/III aircraft performance is a tool to detect any decrease in
the level of safety before it becomes hazardous. Flight crew reports may be used to achieve this.
If the analysis of those reports shows that conditions exist which could adversely affect safe Low Visibility Operations,
the operator is expected to take appropriate corrective actions. Examples of appropriate corrective action could be an
adjustment of Category II/III programs, procedures, training, modification to aircraft, restriction of minima, limitations on
winds, restriction of NAVAID facility use, adjustment of payload, service bulletin incorporation, or other such measures
necessary to ensure safe operation.
Reported data and their analysis must be retained for a period of 12 months. It must include at least: (cf. Appendix1 to
EU-OPS 1.440(e))
the
Q total number of approaches, by aeroplane type, where the airborne Category II or III equipment was utilized
to make satisfactory, actual or practice, approaches to the applicable Category II or III minima; and
reports
Q of unsatisfactory approaches and/or automatic landings, by aerodrome and aeroplane registration, in
the following categories:
airborne equipment faults;
ground facility difficulties;
missed approaches because of ATC instructions; or
other reasons.
Such system for recording approach and/or automatic landing success and failure is requested by European regulation
for Category II, other than Standard Category II, and Category III operations.
Under European regulation, an operator cannot perform the following Low Visibility Operations unless approved by the
Authority:
Low Visibility Take-Offs in less than 150m RVR;
Lower than Standard Category I approaches;
Other than Standard Category II approaches;
CAT II and CAT III approaches.
For instance, under EASA regulation, an operator must have gained a minimum experience of 6 months of CategoryI
operations on the aeroplane type before being authorised to perform CAT II or CAT III approaches. Nevertheless an
operator with previous CAT II/III experience (on another aeroplane type) may obtain authorisation for a reduced transi-
tion period.
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G. Operators duties
6.2. Operational approval file
The operational approval file represents the official application for Low Visibility Operations. The aim of this file is to
demonstrate to the authority that arrangements made by the operator comply with the relevant operational regulation
on Low Visibility Operations.
Aerodromes
Q
List of aerodromes (if requested by the Authority) where the operator intends to perform Low Visibility Opera-
tions and demonstration that those aerodromes are eligible to such operations.
(please refer to Paragraph G.4, Eligible aerodromes and runways)
Operational
Q demonstration
Presentation of the operational demonstration that the operator intends to perform including the data collection
and analysis process.
(please refer to Paragraph G.3, Operational demonstration)
Continuous
Q monitoring
Description of procedures set up by the operator to monitor LVO performances after having obtained the initial
authorisation.
(please refer to Paragraph G.5, Continuous monitoring)
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3) Line training is initiated with flight crew members having completed their ground and simulator training. When ap-
proaches performed for line training are recorded they may be taken into account for the operational demonstration.
4) As and When:
the transitional period
(please refer to Paragraph G.6.1, Prerequisite / transitional period) is over and
the operational demonstration
(please refer to Paragraph G.3, Operational demonstration) is completed with satisfactory results and
the amendment to the operating manual covering Low Visibility Operations is effective,
the National Authority should grant authorisation to perform LVOs
5) Low Visibility Operations can be initiated by the operator to the lowest minima with the possible limitation associated
to the type and command experience (please refer to Paragraph F.5, Type and command experience) and to condi-
tions on eligible aerodromes and runways (please refer to Paragraph G.4, Eligible aerodrome and runways).
6) Actions concerning the continuous monitoring must become effective.
(please refer to Paragraph G.5, Continuous monitoring).
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Abbreviations
ADU Autopilot Display Unit
AFCS Automatic Flight Control System
AGL Above Ground Level
AHRS Attitude & Heading Reference System
AP Auto Pilot
ATC Air Traffic Control
AWO All Weather Operations
BALS Basic Approach Light System
CRM Collision Risk Model
CS Certification Specifications
CM1 Left-seated Crew Member
CM2 Right-seated Crew Member
CMV Converted Meteological Visibility
DH Decision Height
EADI Electronic Attitude Display Indicator
EASA European Aviation Safety Agency
FAA Federal Aviation Administration
FALS Full Approach Light System
FD Flight Director
GLS GNSS Landing System
G/S Glide Slope
HUDLS Head-Up Display Landing System
IALS Intermediate Approach Light System
ICAO International Civil Aviation Organisation
ILS Instrument Landing System
LOC Localizer
LVO Low Visibility Operations
LVP Low Visibility Procedures
LVTO Low Visibility Take-Off
METAR Meteo Airport Report
MLS Microwaves Landing System
NALS No Approach Light System
OAS Obstacle Assessment Surfaces
OCH Obstacle Clearance Height
OFZ Obstacle Free Zone
OLS Obstacle Limitation Surfaces
OM Outer Marker
PF Pilot Flying
PNF Pilot Non Flying
RA Radio Altimeter
RVR Runway Visual Range
SVR Slant Visual Range
TAF Terminal Aerodrome Forecast
TDZ Touch Down Zone
Abbreviations p. 88
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Dear Readers,
Every effort has been made to ensure document quality. However please
do not hesitate to share your comments and information with us by using
the following address: flight-ops-support@atr.fr
We would also like to thank ENAC (Ecole Nationale de lAviation Civile) for
its involvement in the development of this guide.
Yours faithfully,