MNM VIS for take-off/LVP at small airports
 

Hi,

At e.g EDMS, take-off minimum is 250m but LVP must be in force (otherwise it´s 400m). EDMS is a small airport, when IFR flight are conducted, airspace F is activated. This airport does not have an established Low-visibility procedure.

Does this mean that 400m visibility (RVR not available at this airport!) is the lowest limit for take-off at this airport or would the tower controller be authorized to allow 250m vis take-offs provided e.g that only one aircraft at a time manouevers on the apron?

EU-OPS definition:

Low visibility procedures (LVP) "Procedures applied at an aerodrome for the purpose of ensuring safe operations during Lower than Standard Category I, Other than Standard Category II, Category II and III approaches and low visibility take-offs." - EU-OPS 1.435

Low visibility take-off (LVTO) "A take-off where the runway visual range (RVR) is less than 400 m." - EU-OPS 1.435
Note that ICAO requires LVP for all departures below 550m RVR, not just LVTO

LVP have to be established and introduced, whatever they mean. If LVP is not stated by ATC/ATIS, you need 400m for a legal takeoff.

Why would they publish a 250m minima if they can't implement LVP's? Are they planned to be introduced in the future?

RVR does not necessarily need to be a requirement. CMV or captains discretion (read decision) can be used at certain times.

It depends who is "they". Jeppesen is known to publish such minimas. Official AIP shouldn't have them.

It's not really an ATC question.

In most States ATC will call for LVPs to put in place in accordance with airport or State procedures and tell pilots when this has been done. If an aircraft requests take-off or landing clearance ATC will issue a clearance if there are no traffic reasons to do otherwise.

1. It is the operator's responsibility to check with the aerodrome operator whether an LVP is available or not, it is not the reponsibility of the chart provider.
2. The LVP may contain no pilot actions which might be a reason for not publishing it in the AIP.
3. If an LVP is available and the lower minima are not published, it will be an operational disadvantage fo the operator.
4. A conversion of a met VIS into an CMV is not allowed for take-off... but the RVR could be determined by the pilot.