777-
It's RWY 16R that's CAT II with RA Not Authorized. 16L doesn't have an IM, and that's the reason it can't be used for CAT II.
CS and HJ-
Nope. Not wrong. It's just done differently here in the US. Without going into a debate about low vis experience, we have to accept the fact that thousands upon thousands of CAT II approaches have been shot (without accidents) to many of the following "Radio Altitude Not Authorized" airports. And these a just some of them:
KMPS 30L
KPIT 10L
KPIT 10R
KSEA 16R, and many more. In all these cases, the Jepp chart shows "Radio Altitude Not Authorized".
We've already agreed that baro altimeters can't be used to determine DH. If you can't use baro, and the RA is not authorized, then what DO you use to determine DH? Here in the US it's the IM.
Unlike your reports of very few IMs in Europe, here in the States I can't find a CAT II approach without one. Many of them don't have OM or MMs, but they all have IMs.
The following is a direct quote from our Ops. Specs. Para. CO59, (g), (2), (a). (This sections governs CAT II Ops.)
"For ILS operations, a precision or surveillance radar fix, a designated NDB, VOR, DME fix, or a published GSIA fix may be used in lieu of an outer marker. Except for CAT II instrument approach procedures designated as "RA NA" (radar/radio altimeter not authorized) operative radar/radio altimeters may be used in lieu of an inner marker. A middle marker is not required."
....."may be used in lieu of an inner marker". This statement alone infers that the normal DH is predicated on IM crossing. The RA may be used "in lieu" of the IM. It's our procedure to go miss at the first indication of either the IM or RA if the runway is not in sight.
So, I'll sign off. I guess we'll just have to agree that different states have different rules (and I made that disclamer in a previous post) and let it go at that.