richie,
bearing in mind the technical side that has already been explained very well to you, to add an extra to
I just wanted to know the reason for which flight crews would fail to land an aircraft at 0-visibility
another reason is that CAT3C is really only a theoretical possibility. Why? Well all the technical systems both a/c and groundbased could allow it, but once the landing roll is finished it's back to good old mark one eyeballs out the window to taxi to the gate......somewhat difficult in 0 vis. Most operators work on a mimimum vis of 75m for a CAT3B with either no decision height (ie the mainwheels touch the ground with no requirement for the crew to see a visual reference) or with a decision height of something like 14ft where some visual reference (one light!) must be seen to continue (you will touch the ground in the go-around in this case if you do not see the reference and elect to go-around.)
You also mentioned that you thought this was pretty basic stuff that would be taught at IR. Quite the contrary, this is more advanced and could not be taught on a light aircraft during an IR. The LVP (low visibility procedures training) teaches the roles of the two pilots during these operations and the suitable actions in response to downgrades in the a/c or ground equipment. These operations are considerably different from normal (hence why BA use the 'monitored approach' on every approach so LVPs are no different.)
Changes in company or movement from right seat to left seat do not preclude normal operations once the basic conversion training has been completed, LVP training may not be scheduled or completed immediately for various reasons therefore the 'tick in the box' legal requirment will preclude an LVP approach. Nothing to do with incompetence (on the part of the pilot!)
Hope this helps.
PP