RVR and Visibility in ILS charts
 

I don't think that RVR and visibility will be reported at the same time. ISTR
I think, if reported then RVR is controlling. In the absence of RVR, visibility may be factored to arrive at an RVR equivalent.

Speaking for the U.S. only, RVR is controlling when reported.

At least in the FAA system dispatching a flight is based on forecasts. The reg actually says "weather reports or forecasts, or any combination.." But I've never seen a forecast with RVR predicted. If the flight is only 30 minutes or an hour the current report matters as much as the forecast but as the flight gets longer you're going to base your planning on the forecast. Unless you're going to Hawaii where the current METAR will be about the same all week.

You won't be given that by the tower you just get a single value or the 3 values.

Your getting confused between preflight planning and inflight.

Metar RVR does matter in planning for say LVO on departure and you need a take off alternate or not and same for TO alternate selection.

It would help if you tell us your experience level and if this is you trying to get your head round it for exams or for real life operations.

Oh and as wiggy states above... there is a difference between what type of flying you are doing. Regional stuff with flight times between 40mins and 1.5 hours we will factor in the current metar but there is no legal requirement to do so. IT would then be a commercial decision to stick extra fuel on and go and hold till it clears up or sit on the ground and wait until the sun comes up.

It should be in your ops manual. Once your into LVP's the controllers will only pass RVR's visibility won't be mentioned. When that swap over starts is airport dependant.

I have never ever heard a tower controller say RVR 550meters visibility 200meters wind variable at 2knts cleared to land. I have only been doing it for 17 years. I am just a young pup compared to Wiggy and PM.

Also there is a conversion table where you can convert visibility's into RVR's so say the airport RVR is off line and they give out a viz instead during daytime that table would convert 400meters to 400 meters at night it would convert to 600meters RVR. So daytime you wouldn't be able to go past the approach ban limiting factor and at night you would.
I can't remember the table off the top of my head I have used it 10 times in the space of 17 years never in the last 10 years But I know where it is in the manuals and what to do with it. So don't take my example as the actual factors day and night. There is runway lighting factored in as well.

And you would be correct. But you will never have a controller give you both. It will either be vis on the ATIS and the subject never mentioned again. Or the approach controller/tower will give you a RVR value they won't give you both.

I will add this only works for controlled aiports if you ever start operating into Information service airports things sometimes get a bit weird you should get special briefings before you do and at that point if its not mentioned you can ask the question to your Chief pilot. technically you can just take the RVR but they may have different ideas.

its that for takeoff requirements and alternates as well?

This is what EASA says:

1. A conversion from meteorological visibility to RVR/CMV should not be used:
   1. (1) when reported RVR is available;
      
   2. (2) for calculating take-off minima; and
      
   3. (3) for other RVR minima less than 800 m.

As for alternates, no special provision AFAIK. Why should there be?

Sorry crossed lines. I wasn't on about the table.

It was using met vis only for take off mins and take off alternate selection when RVR is available.

Hereabouts, the "visibility" generally refers to the "prevailing visibility" which is defined as the greatest visibility through half of the horizon (not necessarily contiguous).

RVR for a runway to which one is making an approach takes precedent.