minimums on the chart. what to choose?
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minimums on the chart. what to choose?
question: you are doing a cat 1 approach somewhere. the approach plate has 2 minimums value for visibility, RVR 700 and visibility 1000. the controller give you the weather and say: visibility 1100 meters, rvr 600. can you shoot the approach all the way to minimums if the weather do not change after the outer marker? if yes, why? i have been asking this question around for a few days...everyone has his own opinion...but they are all different with one another.
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If a commercial flight in the US you need RVR minimums to land on that runway. I have gone around at SFO and circled to the north runway and landed. behind one of my fellow pilots because prevailing visibility applies to the airport, RVR applies to the runway.
One day I had an FAA guy in the jumpseat and we were doing a localizer approach to MIA to 30. Tower told us the RVR for the crossing runway at touchdown was 1,000 ft but we still had legal landing minimums. I continued approach knowing we were legal but on the final descent from MDA encountered IFR conditions so went around.
Just stay legal and do a missed approach if necessary. We did. Follow the rules and we delayed our next approach for the cell to move through. Once in Panama City, Panama we held for weather and soon as it became above minimums tried to get us to do the approach. I said we will hold. 10 minutes later it was VFR and we were not landing in a quartering tailwind at minimums. I am not in my 20's any more. I loved a challenge then.
One day I had an FAA guy in the jumpseat and we were doing a localizer approach to MIA to 30. Tower told us the RVR for the crossing runway at touchdown was 1,000 ft but we still had legal landing minimums. I continued approach knowing we were legal but on the final descent from MDA encountered IFR conditions so went around.
Just stay legal and do a missed approach if necessary. We did. Follow the rules and we delayed our next approach for the cell to move through. Once in Panama City, Panama we held for weather and soon as it became above minimums tried to get us to do the approach. I said we will hold. 10 minutes later it was VFR and we were not landing in a quartering tailwind at minimums. I am not in my 20's any more. I loved a challenge then.
the controller give you the weather and say: visibility 1100 meters, rvr 600. can you shoot the approach all the way to minimums
where is it written that rvr is controlling?
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Hi austra1998,
The gist of http://www.icao.int/safety/meteorolo...N.011.5.en.pdf should be included in your OPS Manuals.
See Appendix E of ICAO Manual of all weather Ops DOC 9365,
"An operator must ensure that a MET Visibility to RVR/CMV conversion is not used for take off, for calculating any other required RVR minimum less than 800m (1/2sm) or when reported RVR is available."
where is it written that rvr is controlling?
See Appendix E of ICAO Manual of all weather Ops DOC 9365,
"An operator must ensure that a MET Visibility to RVR/CMV conversion is not used for take off, for calculating any other required RVR minimum less than 800m (1/2sm) or when reported RVR is available."
Last edited by rudderrudderrat; 12th Oct 2013 at 10:03.
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Hi B737900er,
I thought that was a good joke by Clandestino.
Squawk codes are four-digit octal numbers; the dials on a transponder read from zero to seven, inclusive.
Just as the code given is impossible to set, having an RVR value less than the visibility is pretty tricky also.
can you please explain?
Squawk codes are four-digit octal numbers; the dials on a transponder read from zero to seven, inclusive.
Just as the code given is impossible to set, having an RVR value less than the visibility is pretty tricky also.
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RudderRAT.
Cheers. Im so stupid why i didnt get that the first time.
I had an RVR reported 300m but vis was greater than 10 klicks. It was a small layer of fog covering the transmitters.
Cheers. Im so stupid why i didnt get that the first time.
I had an RVR reported 300m but vis was greater than 10 klicks. It was a small layer of fog covering the transmitters.
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austra1998
If you use Jeppesen the relevant information is in the General Airway Manual Air Traffic Control section EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM). Around page 967 onwards.
If you use Jeppesen the relevant information is in the General Airway Manual Air Traffic Control section EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM). Around page 967 onwards.
