LVC/LVO/LVP
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LVC/LVO/LVP
I'm confused...
LVC (Low Visibility Conditions) = The met conditions requiring CAT II or CAT III instrument approaches.
LVP (Low Visibility Procedures) = The measures required to support safe operations at an aerodrome in Low Visibility Conditions (LVC).
Therefore, LVP's by definition, would only be required at airports with CAT II or CAT III operations, or departures below 550 RVR, right?
So what do you do at airports with only CAT I ILS as well as much higher departure minimas? So if you don't have LVP's, does that mean that you also do not have low visibility operations? What about arrivals above ILS CAT I minimas, but still well below IMC minimas?
LVC (Low Visibility Conditions) = The met conditions requiring CAT II or CAT III instrument approaches.
LVP (Low Visibility Procedures) = The measures required to support safe operations at an aerodrome in Low Visibility Conditions (LVC).
Therefore, LVP's by definition, would only be required at airports with CAT II or CAT III operations, or departures below 550 RVR, right?
So what do you do at airports with only CAT I ILS as well as much higher departure minimas? So if you don't have LVP's, does that mean that you also do not have low visibility operations? What about arrivals above ILS CAT I minimas, but still well below IMC minimas?
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Weather less than VMC = IMC. Normal IFR operation down to cat 1 ILS minima. "IMC minima" is dependent on your equipment and authorization. If the weather is less than that you can't operate.
LVO is landing with less than 550m or TO with less than 400m visibility. Special authorization/procedures/equipment/training required.
LVO is landing with less than 550m or TO with less than 400m visibility. Special authorization/procedures/equipment/training required.
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I guess what I'm looking for is the definition of LVO. For example, would a departure in IMC with a VIS of 2000m be classified as LVO or normal IMC IFR operations?
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CAP168
Low visibility operations
1. Aircraft operations at aerodromes during reduced visibility or low cloud conditions present additional hazards to aircraft and to other aerodrome
users. As visibility reduces, the ability of ATC, pilots, vehicle drivers and other personnel to identify hazards and to take remedial action in a timely manner becomes limited. In conditions of low cloud, the time available for the pilot of an approaching aircraft to visually assess the aerodrome environment is reduced.
2. Low Visibility Operations (LVOs) is a general term used for airside operations in conditions of reduced visibility or low cloud conditions and consists of low visibility safeguarding and low visibility procedures (LVPs).
3. Low visibility safeguarding is the process carried out which prepares the aerodrome for low visibility procedures.
4. Low visibility procedures are the actions carried out by ATC and the aerodrome operator in respect of aircraft operations and vehicle movements. This may include restricted access to the manoeuvring area, the protection of the ILS critical and sensitive areas and a reduced aircraft movement rate.
5. LVPs are required for the following types of operation:
ƒƒLower than standard category I;
ƒƒCategory II;
ƒƒOther than standard category II;
ƒƒCategory III;
ƒƒTake-offs below 550 m RVR;
ƒƒApproaches utilising an Enhanced Vision System (EVS) where the actual RVR
is below 550 m.
1. Aircraft operations at aerodromes during reduced visibility or low cloud conditions present additional hazards to aircraft and to other aerodrome
users. As visibility reduces, the ability of ATC, pilots, vehicle drivers and other personnel to identify hazards and to take remedial action in a timely manner becomes limited. In conditions of low cloud, the time available for the pilot of an approaching aircraft to visually assess the aerodrome environment is reduced.
2. Low Visibility Operations (LVOs) is a general term used for airside operations in conditions of reduced visibility or low cloud conditions and consists of low visibility safeguarding and low visibility procedures (LVPs).
3. Low visibility safeguarding is the process carried out which prepares the aerodrome for low visibility procedures.
4. Low visibility procedures are the actions carried out by ATC and the aerodrome operator in respect of aircraft operations and vehicle movements. This may include restricted access to the manoeuvring area, the protection of the ILS critical and sensitive areas and a reduced aircraft movement rate.
5. LVPs are required for the following types of operation:
ƒƒLower than standard category I;
ƒƒCategory II;
ƒƒOther than standard category II;
ƒƒCategory III;
ƒƒTake-offs below 550 m RVR;
ƒƒApproaches utilising an Enhanced Vision System (EVS) where the actual RVR
is below 550 m.
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Therefore, LVP's by definition, would only be required at airports with CAT II or CAT III operations, or departures below 550 RVR, right?
I don't know about the rest of the world but in Australia this is not correct. LVP are required whenever any part of the manoeuvring area cannot be visually monitored by the tower due weather. LVP are applied to ground traffic to protect aircraft movements. There may be a situation when the RWYs are in the clear but TWYs in fog. In this case vehicles are restricted with blanket clearances cancelled and works vehicles removed from the area. Aircraft under tow may require an escort from safety vehicles.
I don't know about the rest of the world but in Australia this is not correct. LVP are required whenever any part of the manoeuvring area cannot be visually monitored by the tower due weather. LVP are applied to ground traffic to protect aircraft movements. There may be a situation when the RWYs are in the clear but TWYs in fog. In this case vehicles are restricted with blanket clearances cancelled and works vehicles removed from the area. Aircraft under tow may require an escort from safety vehicles.
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CAT 1 only (UK)
So, technically, at a CAT 1 only airport there is no requirement for LVPs for arrivals. Arriving aircraft will be limited by their company Aerodrome Operating Minima - if the required visual elements cannot be acquired by minima then the aircraft should execute a missed approach.
However it would still be prudent to have some form of safeguarding in place (e.g. increased arrival spacing, vehicle restrictions, etc) to mitigate the risks of piggyback go-arounds, runway incursions, etc. This safeguarding is likely to be needed long before reaching CAT 1 minima.
For departures, at CAT 1 only airport, there is only a requirement for LVPs when RVR is less than 550m. If LVPs are not in force then departures are not permitted when RVR is less than 550m.
Again though it would still be prudent to have some form of safeguarding in place before reaching those conditions. That way LVPs can be declared in force when required. This safeguarding (reduced arrival rates, stop-bars, simplified taxi routes, vehicle restrictions, standby power supply - for departures when RVR is less than 800m, etc) will need to be commenced long before reaching RVR 550m.
The point at which safeguarding starts will vary from airport to airport depending on the airport characteristics (dimensions of airfield, location of VCR, equipment, etc.).
However it would still be prudent to have some form of safeguarding in place (e.g. increased arrival spacing, vehicle restrictions, etc) to mitigate the risks of piggyback go-arounds, runway incursions, etc. This safeguarding is likely to be needed long before reaching CAT 1 minima.
For departures, at CAT 1 only airport, there is only a requirement for LVPs when RVR is less than 550m. If LVPs are not in force then departures are not permitted when RVR is less than 550m.
Again though it would still be prudent to have some form of safeguarding in place before reaching those conditions. That way LVPs can be declared in force when required. This safeguarding (reduced arrival rates, stop-bars, simplified taxi routes, vehicle restrictions, standby power supply - for departures when RVR is less than 800m, etc) will need to be commenced long before reaching RVR 550m.
The point at which safeguarding starts will vary from airport to airport depending on the airport characteristics (dimensions of airfield, location of VCR, equipment, etc.).
