Cat 111 protection?
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Cat 111 protection?
Landed LGW the other day with fog starting to form, Cat111 not needed for us, but as we taxied in another aircraft was told by ATC "CAT111 protections are in place but we are NOT in LVPs". Can someone explain this one to me as I thought the two were the same??
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In theory Cat III protection could be in place H24 but LVPs may not be in force. However, if LVPs are in force then protection must be in place. Often when LVPs are forecast Cat III protection maybe instigated and be in place before LVPs are actually in force.
HTH
HTH
Last edited by HEATHROW DIRECTOR; 18th Aug 2013 at 09:03.
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LVP safeguarding
Not sure of Gatwick specifics but as weather deteriorates "LVP safeguarding" is initiated so that if the meteorological conditions do reach LVP criteria then the airport is already safeguarded. If safeguarding is not complete by the time LVP criteria are met then movements would have to be suspended until safeguarding was completed.
There are normally specified criteria to commence safeguarding based on either cloud ceiling or visibility...these are purposefully set above LVP criteria to allow time to put all the safeguarding measures in place before LVPs are declared.
There are normally specified criteria to commence safeguarding based on either cloud ceiling or visibility...these are purposefully set above LVP criteria to allow time to put all the safeguarding measures in place before LVPs are declared.
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This topic is a real mess. The term 'LVPs in force' is usually taken to mean that Cat II/III ops can take place.
The problems started a few years ago when some airports/countries started preparing for LVPs by, usually, doing everything necessary on the airport except using Cat II/III holds - for the rest of the airport LVPs were in force but ATC was not safeguarding the ILS sensitive area. When the wx went below the prescribed minima, ATC used Cat II/III holds and increased spacing on approaches, and told pilots that LVPs were on. Unfortunately it was not uncommon for handling agents to tell pilots that LVPs were on because they were restricted in what they could do. This caused much confusion. Add into the mix the possibility at some airports for different LVPs for arrivals and departures and it all gets very messy!
The OP got the message that Cat III protections were in place but not LVPs - the reverse of the more common situation. This means that although the ILS sensitive areas were protected, the other limitations were not fully in place - typically these are removing non-essential vehicles and people from airside areas, stopping WIP (in some cases) and often putting up physical barriers to stop vehicles getting lost and straying into the way of aircraft.
The problems started a few years ago when some airports/countries started preparing for LVPs by, usually, doing everything necessary on the airport except using Cat II/III holds - for the rest of the airport LVPs were in force but ATC was not safeguarding the ILS sensitive area. When the wx went below the prescribed minima, ATC used Cat II/III holds and increased spacing on approaches, and told pilots that LVPs were on. Unfortunately it was not uncommon for handling agents to tell pilots that LVPs were on because they were restricted in what they could do. This caused much confusion. Add into the mix the possibility at some airports for different LVPs for arrivals and departures and it all gets very messy!
The OP got the message that Cat III protections were in place but not LVPs - the reverse of the more common situation. This means that although the ILS sensitive areas were protected, the other limitations were not fully in place - typically these are removing non-essential vehicles and people from airside areas, stopping WIP (in some cases) and often putting up physical barriers to stop vehicles getting lost and straying into the way of aircraft.
