LVP's
 

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?

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.....

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?

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!
:p

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.

Oh go on, tell us all :)

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.

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 ? :eek:

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 ]

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.

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!