Rubbish - they are done all the time - for crew recency, for re certifying autoland capability after maintenance etc.
I work for a company that functions under JAROPS and British CAA approvals. No where does it say I cant do an autoland to Cat 1 minimums, or in CAVOK for that matter, in fact we are expected to do them before sim recurrent if we have not done any Cat2/3 real ones since our last recurrent.
Just because LHR has Cat 3b ND approved ILSs means nothing unless LVPs are in force - its not the quality of the radiated LOC/GS signal
as much as the protected zones that stop signal bending.
Has it occurred to you that it just may be
your company that has different, not better or worse, SOPs rather than a
statutory European wide practice - or have you worked for every airline in Europe?
Almost departed the runway - were they sitting there with their hands in their laps? I have seen the odd case of LOC bending/interference too - I just disconnected and landed.
