Rvr and ils cat1
Thread Starter
Join Date: Aug 2004
Location: italy
Posts: 163
Likes: 0
Received 0 Likes
on
0 Posts
Rvr and ils cat1
Hi guys,
Look at this situation.....
The airport has only cat 1 ils (One each rwys) and there are 2 rvr readings. One at touch down rwy 24 and the other at mid point.
If I have to land for rwy 06 and there is low vis...... I have to use mid rvr or converted vis or..... I don't know....
Thanks for tour help
Michelda
Look at this situation.....
The airport has only cat 1 ils (One each rwys) and there are 2 rvr readings. One at touch down rwy 24 and the other at mid point.
If I have to land for rwy 06 and there is low vis...... I have to use mid rvr or converted vis or..... I don't know....
Thanks for tour help
Michelda
Join Date: Jul 2001
Location: Europe
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
As you mentioned there is only ILS CAT I approach available. So there is no point to talk about Low Visibility Ops at that airport.
And as I can recall on CAT I operations the RVR system for the first part is not even needed.
And as I can recall on CAT I operations the RVR system for the first part is not even needed.
Join Date: Apr 2002
Location: UK
Age: 24
Posts: 192
Likes: 0
Received 0 Likes
on
0 Posts
Ahh, see your point now. The generic table I read in my ops manual states you don't need a touchdown RVR assessment system.
So I guess you use something else instead, like converting met viz (but not below 800m), or perhaps the other end RVR would provide a better idea.
Sorry I can't be more definitive.
So I guess you use something else instead, like converting met viz (but not below 800m), or perhaps the other end RVR would provide a better idea.
Sorry I can't be more definitive.
Join Date: Jan 2007
Location: Vermont
Age: 67
Posts: 200
Likes: 0
Received 0 Likes
on
0 Posts
RVR transmissometers are pointed in one direction...they are not valid for the opposite runway. In your situation, runway 6 has no RVR, so the prevailing visibility is all you have.
Join Date: Mar 2000
Location: Arizona USA
Posts: 8,571
Likes: 0
Received 0 Likes
on
0 Posts
RVR transmissometers are pointed in one direction...they are not valid for the opposite runway. In your situation, runway 6 has no RVR, so the prevailing visibility is all you have.
Cat 1 means you need 550m
Join Date: Mar 2000
Location: Arizona USA
Posts: 8,571
Likes: 0
Received 0 Likes
on
0 Posts
I repeat - normally MIDPOINT IS ACCEPTABLE.
Look on the approach chart, the minima will be specified for the particular runway in use.
IF no RVR for the landing runway is available...no other RVR for another runway is acceptable.
BOAC I can understand...he always seems to have an oddball obtuse opinion.
IE: to be expected..
For others...read your individual airline's Ops Specs....as therein will tell the tale.
NB.
And this brings me to another scenario...IE: those pilots who are too darned lazy to actually read and understand their airlines individual operations specifications, provided by their respective carrier....and come to some rational conclusion.
IE: those that contribute to PPRuNE on the tech forum might have no idea about those ops specs, so...can only provide general guideance.
IE: specific questions require specific details about the concerned regulatory authority....as without same, only general guideance can be obtained.
Last edited by 411A; 5th Nov 2010 at 20:52.
NOT in the opposite direction, it isn't.
Join Date: Jun 2006
Location: Italy
Posts: 133
Likes: 0
Received 0 Likes
on
0 Posts
In eu-ops and my carrier manual:
CAT I: In case of failed or downgraded...... TDZ RVR assessement system.... no effect on applicable minima
so to get the required 550 RVR I will use the table to converts general visibility in RVR/CVR
in case of CAT II-III ops I can use mid RVR in according to national regulations
Are RVR report only valid in one direction? never knew..... Nice!
CAT I: In case of failed or downgraded...... TDZ RVR assessement system.... no effect on applicable minima
so to get the required 550 RVR I will use the table to converts general visibility in RVR/CVR
in case of CAT II-III ops I can use mid RVR in according to national regulations
Are RVR report only valid in one direction? never knew..... Nice!
Join Date: Jan 2007
Location: Vermont
Age: 67
Posts: 200
Likes: 0
Received 0 Likes
on
0 Posts
I don't believe you can get an RVR report that is not preceded by a runway number. RVR is predicated on a number of variables, but I understand ambient or background lighting to be one of them. If a particular piece of concrete has the city center off one end, and a forest off the other, each direction may have very different RVR values with the same mist falling.
That said, I'm not sure how forward scatter technology plays into this.
The directional issue is an old departure trick in the States. If you have suitable tower visibility for takeoff, but the RVR for the departure runway is below minimums for takeoff...well, assuming calm winds, you simply taxi around to the other end, the one without RVR, and use the tower visibility as your legal takeoff visibility report.
That said, I'm not sure how forward scatter technology plays into this.
The directional issue is an old departure trick in the States. If you have suitable tower visibility for takeoff, but the RVR for the departure runway is below minimums for takeoff...well, assuming calm winds, you simply taxi around to the other end, the one without RVR, and use the tower visibility as your legal takeoff visibility report.
Guest
Posts: n/a
Originally Posted by Olympian
As you mentioned there is only ILS CAT I approach available. So there is no point to talk about Low Visibility Ops at that airport.
Thread Starter
Join Date: Aug 2004
Location: italy
Posts: 163
Likes: 0
Received 0 Likes
on
0 Posts
Thanks to everyboby
It happened to me one year ago.......rvr requested 900, vis 400 (night flight) rvr mid point 200 stopend 400. Ils on other side u/s. Nice flight at 3.30 lt......with minimum fuel (forcast was cavok). I diverted to my altn (forcast cavok And real wx cat2).........
Hi BOAC
I know my ops manual (it says to convert vis to rvr)......but sometime is no so easy take decision....
Michelda
It happened to me one year ago.......rvr requested 900, vis 400 (night flight) rvr mid point 200 stopend 400. Ils on other side u/s. Nice flight at 3.30 lt......with minimum fuel (forcast was cavok). I diverted to my altn (forcast cavok And real wx cat2).........
Hi BOAC
I know my ops manual (it says to convert vis to rvr)......but sometime is no so easy take decision....
Michelda
Join Date: Mar 2002
Location: Euroland
Posts: 2,814
Likes: 0
Received 0 Likes
on
0 Posts
RVR transmissometers are pointed in one direction...they are not valid for the opposite runway.
as someone else said, RVR transmissometers measure the opacity of the atmosphere between the sender and the receiver and work out an RVR.
RVR is a measurament of the visual range at a point. It is not directional. i.e. the RVR can be different as soon as one moves away from that point in any direction.
As many Garwick operators will remember, the RVR at the sensors can be 50m while the runway is CAVOK!!
If there is no touchdown RVR then use CMV to check if you can shoot the approach.
The mid-point (and stop end) RVRs are not limiting in terms of shooting the approach. However, they are indeed of interest when it comes to roll-out and if one expects to pass the midpoint at more than 60Kt then one would expect to have an RVR in excess of the take-off minima. One will usually be at less than 60Kt before passing the far end touchdown point so something like 75m can be acceptable. (All subject to appropriate LV-Ops approval).
So in the example given, I would use the vis to get a CMV and use that as the touchdown figure and then use the approved figures eg 125m (take-off minima)for the mid-point and 75m for the stop-end as minimums.
If there are are no RVR reports then you use CMV for the touchdown and that is it.
Join Date: Dec 2007
Location: paradise
Posts: 559
Likes: 0
Received 0 Likes
on
0 Posts
DFC, I agree with all the aforesaid. RVR 125 is indeed relevant for this approach, so far one reported, to perform manual auto rollout as a auto rollout accuracy isn't warranted on CAT I ILS. Doesn't mean one wouldn't use the automation to perform however in case the A/P screws up taking over manually means min RVR 125. RVR 75 M is only required to accomplish taxi, here comes towing to the stand as an option to my mind or if able to vacate the RWY within the 2/3 stopend RVR isn't needed at all. Regarding the substitution of TDZ by MID all depends on the approved Specs of the operator. If NO RVR is reported simply do the math and see if it's possible to shoot the approach.
Here's the reference in case EU OPS 1.400/1.4005
The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m.
Note. “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 kt.
Here's the reference in case EU OPS 1.400/1.4005
The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m.
Note. “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 kt.
Per Ardua ad Astraeus
Join Date: Mar 2000
Location: UK
Posts: 18,579
Likes: 0
Received 0 Likes
on
0 Posts
Michelda - several things come into play here.
1) Why not ask the airport themselves - they will know whether state regs permit use of mid-point as per EUOPS (Table 6a)
2) I would suggest that the airport management may need a kick up the backside if they are offering an ILS with no touchdown RVR in low vis when they could deploy an observer (same table)
3) If your Ops Manual does not have the mid-point alleviation you are stuck with CMV, but I would ask your ops dept. to put it in (if you are EUOPS)
Lastly, what sort of 'low vis' did you have in mind in your question?
1) Why not ask the airport themselves - they will know whether state regs permit use of mid-point as per EUOPS (Table 6a)
2) I would suggest that the airport management may need a kick up the backside if they are offering an ILS with no touchdown RVR in low vis when they could deploy an observer (same table)
3) If your Ops Manual does not have the mid-point alleviation you are stuck with CMV, but I would ask your ops dept. to put it in (if you are EUOPS)
Lastly, what sort of 'low vis' did you have in mind in your question?