visibility/RVR drops below minima at destination
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visibility/RVR drops below minima at destination
Hello everybody, can any body tell me that prior to TOD, if ATIS reveals that existing vis/RVR at destination is below minima then should we commence descent for approach or divert to alternate. Thanks body.
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Answer is going to depend an a huge amount of variables. Was the weather forecast? Did you plan extra fuel? Is it a short term change perhaps with passing showers? Is it due to lift but hasn't yet? How important is it that you get there? Is it better for company/clients to hold and see if they can get in or possibly just save time by diverting straight away. Where is it? Could it be a local weather phenomena that is planned for? Is your alternate close? What's the weather like at alternate? etc etc etc
There is definitely not one answer for this.
There is definitely not one answer for this.
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Will this help
CAT.OP.MPA.245 Meteorologicalconditions—allaircraft
(a) On IFR flights the commander shall only:
(1) commence take-off; or
(2) continue beyond the point from which a revised ATS flight plan applies in the event of in- flight replanning,
when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima.
(b) On IFR flights, the commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima.
(c) On VFR flights, the commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the meteorological conditions along the part of the route to be flown under VFR will, at the appropriate time, be at or above the VFR limits.
CAT.OP.MPA.245 Meteorologicalconditions—allaircraft
(a) On IFR flights the commander shall only:
(1) commence take-off; or
(2) continue beyond the point from which a revised ATS flight plan applies in the event of in- flight replanning,
when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima.
(b) On IFR flights, the commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima.
(c) On VFR flights, the commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the meteorological conditions along the part of the route to be flown under VFR will, at the appropriate time, be at or above the VFR limits.
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Or
CAT.OP.MPA.305 Commencement and continuation of approach
(a) The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVR/VIS.
(b) If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:
(1) below 1 000 ft above the aerodrome; or
(2) into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft above the aerodrome.
(c) Where the RVR is not available, RVR values may be derived by converting the reported visibility.
(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.
(e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained.
(f) The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend. For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m.
CAT.OP.MPA.305 Commencement and continuation of approach
(a) The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVR/VIS.
(b) If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:
(1) below 1 000 ft above the aerodrome; or
(2) into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft above the aerodrome.
(c) Where the RVR is not available, RVR values may be derived by converting the reported visibility.
(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.
(e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained.
(f) The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend. For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m.
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Driver - I think ONC has the thinking process. Whilst all the legal guff has to be complied with, common sense has to prevail and the answer is possibly yes and maybe no; it all depends.
That varies country by country.
Not all countries have approach bans.
I regularly fly to one (uncontrolled) aerodrome known for its rather unique weather. It's not unknown to have cloud sitting almost on the ground over the AWIS calling BKN001 but the runway only 200m away can be BKN020.
Not all countries have approach bans.
I regularly fly to one (uncontrolled) aerodrome known for its rather unique weather. It's not unknown to have cloud sitting almost on the ground over the AWIS calling BKN001 but the runway only 200m away can be BKN020.
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There is one other factor to be taken into account... Will you be able to get out of there?
You would not want to be the last person to land, at say The Isle of Man, and then have to wait ten days on a foggy Island, before conditions improve, would you?
( Maybe the OP Raba has experience of the Monsoon Season? )
You would not want to be the last person to land, at say The Isle of Man, and then have to wait ten days on a foggy Island, before conditions improve, would you?
( Maybe the OP Raba has experience of the Monsoon Season? )
Last edited by phiggsbroadband; 12th Jun 2016 at 15:36.
