BP , not sure about that , but not knowing many murderers !
Gordo , Delhi , best radar controllers for turn onto the localiser I've ever had . Superb , 'n told him so . Contrast to SFO , gave him an earful when he slam dunked 250 tonnes expecting us to be a Cherokee , crossed him off my Christmas card list .
Jhi , my '' sound off '' ! And much less built up then .
ExMud , the A/land systems were progressively developed over the years , as were crew limits , they did not start at the final results . Somewhere in attic is my Cat 3 card with progressive limits as skills /experience / training improved.
Finally the Trid was 12'R and 75m RVR .
75/76 finally 0'R DH and 75m
744 0'R DH and 75m .
Thus 75/76/744 et al . Decision to land made at 1000' R , when control of a/c passed to Capt. The 75m RVR deemed minimum to be able to manually taxi off the Rwy !
Have had radar in Milan guide us to the stand , at LHR stopped when we saw a 74's u/c in front of us ... with the tail overhanging our nose unseen 'til then .
73's [ 2/3/4s ] only have 2 hyd and other systems thus fail the 1 in 10 to power of 6 failure rate required for full Cat 3 B/C [ Triplex most things ] . They have A/land Cat 3A , 50' R + 200m RVR .
ILS and Rwy protection areas implemented when vis. below 2200m [ if memory correct ] .. Also flow rates badly impacted as spacings may have been 5nm down from the usual 2.5 nm ...
Did not matter in early days when we were the only Cat 3 operators , and could rattle off a double Glasgow in 75m both ends with no delays . Whilst others holding for RVR improvements .
Even the Trid had auto G/A , and from 12'R you expected to hit the Rwy during the manoeuvre .
rgds condor .