dirk85

Hi everyone,

I recently had a little bit of a discussion with a fellow aviator about the application of JAR OPS 1.405 in a CAT I operation.

In particular I refer to the following part:

Scenario 1. The RWY is 9000 ft. Assuming that I fly a plane with a relevant landing distance of 3500 ft, and multiple RVR values of 550/125/75, am I legal to continue beyond OM?

Opinion 1. No, in this case, since also the mid point is relevant and controlling, must match at least 550 m. The third part is not relevant in this case but must be at least 75 m, which we have.

Opinion 2. Yes, only the touchdown RVR is controlling, as long as the mp and rollout points are at least 125 and 75 you are good to land.

The matter is about "If reported and relevant, the mid point and stop end RVR are also controlling".

Scenario 2. The RWY is 9000 ft. Assuming that I fly a plane with a relevant landing distance of 2500 ft, and multiple RVR values of 550/100/75, am I legal to continue beyond OM?

Opinion 1. No, you need 550 in the first part, and you have it, but you also need 125 m in the second part, even though that is not relevant.

Opinion 2. Yes, the relevant part for you is only the touchdown RVR, you can ignore the 125/75 minima in this case.

Please, share your thoughts!

Checkboard

My thought: you should read your post again - you have failed to include the weather for any of your scenarios, so there isn't sufficient information to comment.

As a general observation, though - your 550m is to be able to see the runway touchdown zone, in order to land on it.

Your 125m is to be able to steer the aircraft down the runway at high speed without going off the side.

Your 75m is to be able to taxi off on the correct exit.

Knowing that, you should be able to answer your own question - once you have asked it correctly.

dirk85

Sorry I was not clear enough.

In both the scenarios all the approach and rwy lights are working and aerodrome minima is a standard CAT I (550 m).
During the approach the RVR is reported 550/125/75 in scenario 1, and 550/100/75 in scenario 2.

dirk85

No help?

aristoclis

Scenario 1: Yes

Scenario 2: Yes

Midpoint RVR is also controlling in scenario 1, but 125 is good to go.

9.G

in case you're referring to OM as an approach ban point then RVR values given after you passed it are irrelevant.

dirk85

I know, but let's assume I get those RVR reports before OM...

Airmann

Dirk, you are good to go in both situations.

Explanation, Situation 1:

You are ok for Touchdown Zone.

Midpoint is 125 so you are ok, read the reg more carefully:
The minimum RVR value for the mid-point is 125 m ok stop, you've got that.
or the RVR required for the touch-down zone if less, No, the RVR required for the touchdown zone is not less than 125m, so 125 it is.

Why must it match 550? It doesn't say that in the extract of the regulation.

Situation 2: Mid point isn't relevant, you answered that yourself.

RMC

Scenario one - As above you are OK (see Airman post).

Scenario two - Depends on the LDR / LDA.Exagerate to appreciate if you were landing on a 4,000 Metre runway (Casablanca say) in a business jet you would be at taxy speed by the mid point...so it is not relevant.

In a heavy 737 going into a 1,700M runway then mid point IS relevant and would have to be (minimum) of 125 M.

Stanley Eevil

For a heavy Category D aircraft landing on say, a 7500 long RW, would the midpoint RVR requirement (I am assuming it IS relevant and controlling in this example) be 150m since the min RVRs for T/O for a Cat D ac are 150/150/150 as opposed to 125/125/125 for Cat C?

dirk85

Thanks everyone!

Your opinions confirm my idea.

Stanley Eevil: the regulation doesn't make any differentiation between different categories, so 125m should be enough also in cat D planes.

Happy landings!