Communication during LVP
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Communication during LVP
Recently I was in the simulator whereby we conducted a CAT 3 ILS fully operational ILS. Once we took the briefed turn off, I was told to contact Ground once clear of the runway.
As we turned off, I noticed we were still within the ILS critical area thus I refrained from complying with the instruction; my intention was to ensure we were clear of the ILS critical area.
During the debrief the instructor mentioned that it is perfectly safe and legal to contact ground once we pass the holding point irrespective whether we see alternating amber/green lights or not. I didn’t want to come across argumentative thus I simply nodded and wrote down notes.
Would someone kindly direct me to a reference (FAA or ICAO) that can clarify my misunderstanding, please? Thanking you in advance.
As we turned off, I noticed we were still within the ILS critical area thus I refrained from complying with the instruction; my intention was to ensure we were clear of the ILS critical area.
During the debrief the instructor mentioned that it is perfectly safe and legal to contact ground once we pass the holding point irrespective whether we see alternating amber/green lights or not. I didn’t want to come across argumentative thus I simply nodded and wrote down notes.
Would someone kindly direct me to a reference (FAA or ICAO) that can clarify my misunderstanding, please? Thanking you in advance.
Recently I was in the simulator whereby we conducted a CAT 3 ILS fully operational ILS. Once we took the briefed turn off, I was told to contact Ground once clear of the runway.
As we turned off, I noticed we were still within the ILS critical area thus I refrained from complying with the instruction; my intention was to ensure we were clear of the ILS critical area.
During the debrief the instructor mentioned that it is perfectly safe and legal to contact ground once we pass the holding point irrespective whether we see alternating amber/green lights or not. I didn’t want to come across argumentative thus I simply nodded and wrote down notes.
Would someone kindly direct me to a reference (FAA or ICAO) that can clarify my misunderstanding, please? Thanking you in advance.
As we turned off, I noticed we were still within the ILS critical area thus I refrained from complying with the instruction; my intention was to ensure we were clear of the ILS critical area.
During the debrief the instructor mentioned that it is perfectly safe and legal to contact ground once we pass the holding point irrespective whether we see alternating amber/green lights or not. I didn’t want to come across argumentative thus I simply nodded and wrote down notes.
Would someone kindly direct me to a reference (FAA or ICAO) that can clarify my misunderstanding, please? Thanking you in advance.
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From https://www.icao.int/EURNAT/EUR%20an...dition%205.pdf
"7.5.6.2.1 A landing aircraft should not stop taxiing until well past the end of the coded taxiway centre line lights. Runway exit points should be kept clear of any aircraft or vehicles to allow landed aircraft to move out of the ILS sensitive area with no delay. Instructions to controllers should state that if a landed aircraft is not entirely clear of the ILS sensitive area then the runway is not usable for CAT II or III operations even though the obstructing aircraft may well be clear of the runway itself. "
So it seems you may contact ground as instructed and advise them that you are not yet clear of the ILS sensitive area.
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That may serve as another reference:
EUROPEAN GUIDANCE MATERIAL ON ALL WEATHER OPERATIONS AT AERODROMES
Available at https://skybrary.aero/bookshelf/books/2982.pdf
In the appendix you can find an example AIP entry provided for Milan Linate.
Aircraft shall report to the TWR when the ILS sensitive area has been vacated (identified by the end of the green/yellow colour coded TWY centreline lights) and when the assigned stand has been reached.
Quite challenging for a pilot to determine if the tail has vacated the runway too.
EUROPEAN GUIDANCE MATERIAL ON ALL WEATHER OPERATIONS AT AERODROMES
Available at https://skybrary.aero/bookshelf/books/2982.pdf
In the appendix you can find an example AIP entry provided for Milan Linate.
Aircraft shall report to the TWR when the ILS sensitive area has been vacated (identified by the end of the green/yellow colour coded TWY centreline lights) and when the assigned stand has been reached.
Quite challenging for a pilot to determine if the tail has vacated the runway too.
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FROM EASA Certification Specification ADR-DSN.M.710 Taxiway centre line lights
"Where necessary to denote the proximity to a runway, taxiway centre line lights should be fixed lights showing alternating green and yellow from the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway"
The inner transitional surface (or obstacle free zone) can be as close as 60m from runway centreline for Code E aircraft types (eg B777) or 70m for Code F (eg B747-8 or A380) so if the ILS sensitive area is not affected at this distance then the inner transitional distance could be used. Some ILS systems are extremely accurate and if technical safeguarding is carried out the results may show that ILS at some airports is not affected when within a portion of the green/yellow lights. So it mustn't be assumed that when within the green/yellow lights that it will be within the ILS sensitive area. The key thing is that the aircraft continues to move when vacating the runway.
"Where necessary to denote the proximity to a runway, taxiway centre line lights should be fixed lights showing alternating green and yellow from the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway"
The inner transitional surface (or obstacle free zone) can be as close as 60m from runway centreline for Code E aircraft types (eg B777) or 70m for Code F (eg B747-8 or A380) so if the ILS sensitive area is not affected at this distance then the inner transitional distance could be used. Some ILS systems are extremely accurate and if technical safeguarding is carried out the results may show that ILS at some airports is not affected when within a portion of the green/yellow lights. So it mustn't be assumed that when within the green/yellow lights that it will be within the ILS sensitive area. The key thing is that the aircraft continues to move when vacating the runway.
The procedure will vary from Airport to Airport and different ATS procedures.
If there is SMR or ASMGCS in use the Tower controller will continue to monitor your movement on the ASMGCS or SMR to make sure you clear the runway and ILS Sensitive areas , but normally the handoff to Ground is to make sure that you keep taxiing forward so that GMC may give you the next taxi instruction. If there are standard taxi routes published this is not as critical as where GMC may require you to turn off the RET to parallel the runway instead of moving in the direction you may think best to your stand.
Generally if Tower has transferred you to GMC once vacated they do this so that GMC can keep you moving on the taxiways without you slowing too much and Tower will use the ASMGCS or SMR to monitor when you are clear of the Sensitive areas. Same as Approach may hand you to ACC early to make sure you get continuous climb.
Was it clear which taxi route you were required to take when vacating the runway after the briefed RET or did you require a turn onto another taxiway shortly after you vacated? If the latter was the case then the local Tower procedures would state that transfer of communication is to occur once runway vacated so that the GMC can give the next taxi instructions and Tower monitors the progress on the SMR. If GMC can't give taxi instructions then this is coordinated between GMC and TWR reference the sensitive areas
If there is SMR or ASMGCS in use the Tower controller will continue to monitor your movement on the ASMGCS or SMR to make sure you clear the runway and ILS Sensitive areas , but normally the handoff to Ground is to make sure that you keep taxiing forward so that GMC may give you the next taxi instruction. If there are standard taxi routes published this is not as critical as where GMC may require you to turn off the RET to parallel the runway instead of moving in the direction you may think best to your stand.
Generally if Tower has transferred you to GMC once vacated they do this so that GMC can keep you moving on the taxiways without you slowing too much and Tower will use the ASMGCS or SMR to monitor when you are clear of the Sensitive areas. Same as Approach may hand you to ACC early to make sure you get continuous climb.
Was it clear which taxi route you were required to take when vacating the runway after the briefed RET or did you require a turn onto another taxiway shortly after you vacated? If the latter was the case then the local Tower procedures would state that transfer of communication is to occur once runway vacated so that the GMC can give the next taxi instructions and Tower monitors the progress on the SMR. If GMC can't give taxi instructions then this is coordinated between GMC and TWR reference the sensitive areas
