Between 0930 and 1000, the RVR improved to more than 550m.
EICK 101030Z 09007KT 1800 R17/P2000 R35/P2000 BR FEW001 SCT002 BKN003 06/06 Q1010 BECMG VIS 5000
EICK 101000Z 09008KT 0400 R17/0600N R35/0450N FG BKN001 05/05 Q1010 NOSIG
EICK 100930Z 08005KT 050V110 0300 R17/0375N R35/0350N FG BKN001 04/04 Q1010 NOSIG
matspart3; You make a good point.
The 0930hr METAR for EICK was below limits, the 1000hr METAR was above.
I was flying around the time of the accident, although I was working Shannon centre. An aircraft was holding at EINN for wx to improve to Cat I limits. The controller advised him that the rvr had improved, and the pilot elected to start descent for an approach. About 3 minutes later the controller advised that the RVR had dropped below limits again, and the aircraft returned to holding. It subsequently diverted to EIDW.
The point I'm making to the non-professionals is that METARS are issued every 30 minutes. During the interim there is no prohibition on the RVR changing from that published in the METAR! ATC will advise changes to the pilot as they happen. The ATC guys in EICK are some of the best in the business at this, and they know the requirements.
Any suggestions that the crew approached below RVR limits based on the METARs is wildly speculative, uninformed and unfair. The ATC tapes / CVR will confirm or refute the situation regarding RVRs at the time. Until then, I think it should be left alone, as it adds nothing to the informed debate.