LVP's

[FL245]

With LVP's in force, and an aircraft at 5 miles checks in with tower and is told 'continue, expect late landing clearance, one to depart'

Can this happen in LVP's ?

Also telling a/c to exit next left, when clearly we brief as pilots that we will be using Cat 2 exit as stated in procedures

Comments?

[1261]

Same at our place; as long as the departure is clear of the LSA when the arrival is cleared to land (which is at latest 1d in LVPs), no problem.

As for taking a different exit, I wish we had that problem.....

[U R NumberOne]

Wot's this CAT 2 thingy then? Don't have such futuristic kit at our place, so no set procedures about integrating traffic in LVPs - is that the same as other CAT 1 airfields in the UK?

[Push Approved]

Don't know why, but my units got different rules.

If you're landing after another landing a/c, the latest landing clearance is 1nm.

If you're landing following a departure, you have to have a landing clearance AT 2nm, not inside. For this to work, the departure (normally jet a/c) has to be rolling by the time the inbounds at 4nm.

I don't know why the difference in rules, (greater interference as the departure breaks the beam?) but LL & KK use these 1nm and 2nm rules!

[5milesbaby]

I saw at work some new procedure that said something along the lines of landing clearances MUST be given by 2nm from a departing a/c. This came about from the number of serious incidents occurring when landing a/c goes around and eats up the departure for breakfast.

[spekesoftly]

Oh go on, tell us all

[FL245]

Plide Gath, yes, thats exactly what i was referring to, GLA on Wednesday.

Spotter, why were GLA ATC asking a/c to use 'E' and 'F' during LVP's? The procedure is to use 'G' or 'A'. When we were holding at A2 the controller was having a conversation with the pilot of an a/c who had just landed about which exit point he was going to use. The pilot, and airline were not a UK one. He was confused as to why you were pusing him into 'E' or 'F'. All this in 250m vis ! what the hell was all that about ? Then followed the go-around.

I know everyones job is difficult in LVP conditions. but you did seem to make hard work of it all.

[Mr Simple]

LVPs - ooh scary stuff - particularly at dodgy regional airports that won't spend money on ground radar. I wouldn't like to be in the tower on a foggy day, giving take-off and landing clearances with your fingers crossed. I mean how many pilots get lost in LVPs ? And what is ATC separation based on ? Pilots knowing where they are. Wasn't there a case at GLA of aircraft taxing up one of the links onto the runway in LVPs ?

[1261]

The secret is, fly to EDI!

We DO have an SMR, and we've so little infrastructure that your chances of taking a wrong turn are incalculably small...

[ 25 September 2001: Message edited by: 1261 ]

[PPIMan]

In answer to UR Number 1 LVPs are only mandatory at airfields with CATII/III procedures.
However in the UK a lot of CATI airfileds have drawn up "LVPs" to satisfy SRG. These tend to be watered down versions of the real thing.

[NextLeftAndCallGround]

I'm not sure that PPIMan is quite right. It's not a case of Cat II/III needs LVPs - I think it's operations below a visibility at which the controller in the VCR can see enough to control what's going on.

In addition, any airport that wants to operate below a certain vis (400m I think) must have LVPs. The procedures are meant to protect the runway from errant aircraft and vehicles etc. it's not just an ILS thing - aeroplanes taking off deserve protection too!