Front Cover

All Weather Operations Guide

Issue 0, Rev. 1
06.01.2021
Lauda Europe Ltd.
Level 3, 191 Triq Marina
Tal-Pietà
PTA 9041
Malta

All rights reserved. No part of this document may be used or reproduced in any manner whatever
without written permission of Lauda Europe Ltd..
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Table of Contents
TABLE OF CONTENTS.............................................................................................................................................. 2
1 INTRODUCTION ............................................................................................................................................. 6
1.1 THE DOCUMENT HAS THE FOLLOWING OBJECTIVES: ......................................................................................................... 6
2 DEFINITIONS ................................................................................................................................................. 7
2.1 ALL WEATHER OPERATIONS (AWO)............................................................................................................................ 7
2.2 LOW VISIBILITY PROCEDURES (LVP)............................................................................................................................. 7
2.3 LOW VISIBILITY TAKE-OFF (LVTO) .............................................................................................................................. 7
2.4 AUTOFLIGHT SYSTEM ................................................................................................................................................ 7
2.5 FAIL OPERATIONAL AUTOMATIC LANDING SYSTEM ......................................................................................................... 7
2.6 DECISION ALTITUDE/HEIGHT (DA/H) .......................................................................................................................... 7
2.7 MINIMUM DESCENT ALTITUDE/HEIGHT (MDA/H) ........................................................................................................ 7
2.8 STABILISED APPROACH (SAP) ..................................................................................................................................... 8
3 GENERAL ....................................................................................................................................................... 9
3.1 CATEGORY II......................................................................................................................................................... 9
3.2 CATEGORY IIIA ..................................................................................................................................................... 9
3.3 CATEGORY IIIB ..................................................................................................................................................... 9
3.4 CAT IIIA AND CATIIIB OBJECTIVE ........................................................................................................................... 9
3.5 LTS – LOWER THAN STANDARD CAT I .................................................................................................................. 9
3.6 CONCEPT OF MINIMA .......................................................................................................................................... 9
3.7 CATEGORIES ......................................................................................................................................................10
3.7.1 CAT II Operation minima (Air Ops Part A 8.4.1.2/AMC 4 SPA.LVO.100) .......................................................10
3.7.2 CAT III Operation minima (Air Ops Part 8.4.1.3/AMC 5 SPA.LVO.100) .........................................................10
3.8 LAUDAMOTION APPROVALS (AIR OPS PART A 8.4.5/PART SPA.LVO.120).............................................................11
3.9 CAT.OP.MPA.305 COMMENCEMENT AND CONTINUATION OF APPROACH ......................................................................12
3.10 GM1 CAT.OP.MPA.305 (F)..................................................................................................................................12
3.11 WHY CATEGORY II/IIIA/IIIB? ..............................................................................................................................12
3.12 APPROACH BAN .................................................................................................................................................12
3.12.1 WHY HAVE THE APPROACH BAN AT ALL? ................................................................................................13
3.12.2 WHY DOES THE APPROACH BAN APPLY BEFORE 1000 ft ALL BUT NOT AFTER? ......................................13
3.13 DECISION HEIGHT CONCEPT. .............................................................................................................................13
3.14 VISUAL REFERENCE ............................................................................................................................................14
3.14.1 For Category II/ IIIA:..................................................................................................................................14
3.14.2 For a CATII approach: ...............................................................................................................................14
3.14.3 For a CATIIIA approach: ............................................................................................................................14
3.14.4 EFFECT OF THE COCKPIT CUT-OFF ANGLE ON VISUAL REFERENCE. .........................................................14
3.14.5 DRIFT ANGLE .............................................................................................................................................15
4 OPERATIONAL CONSIDERATIONS ................................................................................................................. 16
4.1 PLANNING REQUIREMENTS FOR OPERATIONS DURING LOW VISIBILITY OPERATIONS: ...................................16
4.2 DISPATCH PERFORMANCE .................................................................................................................................17
4.3 CHECK AIRCRAFT AUTOLAND STATUS ...............................................................................................................17
5 TAXI ............................................................................................................................................................ 18
5.1 TAXIWAY LIGHTING ...........................................................................................................................................18
5.1.1 Colour Coded Taxiway Centreline Lighting ...................................................................................................20
5.2 STOP BARS AND LEAD-ON LIGHTS .....................................................................................................................20
5.3 TAXIWAY GUIDANCE SYSTEM ............................................................................................................................21
5.4 TAXIWAY INTERSECTION LIGHTS .......................................................................................................................21
5.5 REFLECTIVE TAXIWAY EDGE MARKERS AND CENTRELINE STUDS......................................................................21
5.6 SIGNS .................................................................................................................................................................21
5.7 RUNWAY TAXI-HOLDING POSITION (RTHP) SIGN FOR CATEGORY II AND III OPERATIONS ................................22
6 RUNWAY LIGHTING ..................................................................................................................................... 25
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6.1 CAUTION ZONE LIGHTING .................................................................................................................................25

6.2 PRE-THRESHOLD LIGHTING ...............................................................................................................................25
6.3 RUNWAY EXIT LIGHTING....................................................................................................................................26
6.4 STOPWAY LIGHTING ..........................................................................................................................................26
7 LOW VISIBILITY TAKE-OFF OPERATION (LVTO) (AIR OPS PART A 8.4.1/AMC 1 SPA.LVO.100) ........................... 28
7.1 REJECTED TAKE-OFF...........................................................................................................................................30
8 LVO APPROACH SET UP AND BRIEFING REQUIREMENTS ................................................................................ 31
8.1 ANNOUNCEMENT..............................................................................................................................................31
8.2 WEATHER LIMITS ...............................................................................................................................................31
8.3 CHECK FOR FAILURES OF GROUND BASED AIDS AND/OR EQUIPMENT.............................................................32
8.4 EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT (NON-LVO OPERATIONS) ....32
8.4.1 General ..........................................................................................................................................................32
8.4.2 Conditions applicable to Tables 9: ................................................................................................................32
8.5 APPROACH USING LOC G/S FOR CATII CATIII (REF. FCTM) .................................................................................33
8.6 APPROACH CHARTS ...........................................................................................................................................33
8.7 CAT III APPROVED RUNWAY ENDS – ELIGIBLE AERODROMES AND RUNWAYS (AIR OPS PART A 8.4.2.9/PART
SPA AMC 6 SPA.LVO.105) ................................................................................................................................................33
8.8 INFORMING THE SCCM/N.1 ...............................................................................................................................34
9 APPROACH PROCEDURES AND CALLOUTS ..................................................................................................... 35
9.1 PROCEDURE .......................................................................................................................................................35
9.2 CALLOUTS ..........................................................................................................................................................35
9.3 GO-AROUNDS ....................................................................................................................................................35
10 THE VISUAL CUES..................................................................................................................................... 36
10.1 VISUAL ILLUSIONS..............................................................................................................................................40
10.2 RAPID EXIT TAXIWAY INDICATOR LIGHTS ..........................................................................................................41
11 AERODROME FACILITIES .......................................................................................................................... 42
11.1 PHYSICAL CHARACTERISTICS. ............................................................................................................................42
11.2 OBSTACLE FREE ZONE (OFZ) ..............................................................................................................................42
11.3 AIRPORT VISUAL AIDS ........................................................................................................................................42
11.4 NON-VISUAL AIDS ..............................................................................................................................................43
11.5 EQUIPMENT .......................................................................................................................................................43
11.6 ILS CRITICAL AREA ..............................................................................................................................................43
11.7 ILS SENSITIVE AREAS ..........................................................................................................................................43
11.8 SECONDARY POWER SUPPLY .............................................................................................................................43
11.9 AERONAUTICAL INFORMATION SERVICES.........................................................................................................43
11.10 TERRAIN PROFILE ..........................................................................................................................................44
11.11 METEOROLOGICAL SERVICE ..........................................................................................................................44
11.12 TWO TYPES OF TRANSMISSOMETERS ...........................................................................................................45
12 ENVIRONMENTAL FACTORS ..................................................................................................................... 47
12.1 THE CHARACTERISTICS OF FOG .........................................................................................................................47
12.2 LOW LEVEL WINDSHEAR AND TURBULENCE .....................................................................................................47
12.3 CONDITIONS CONDUCIVE TO WINDSHEAR .......................................................................................................48
12.4 THE RELATIONSHIP BETWEEN WIND SHEAR AND TURBULENCE .......................................................................49
12.5 THE EFFECTS OF PRECIPITATION AND ICE ACCRETION PRECIPITATION ............................................................49
12.6 FLIGHT IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET ....................................................................................50
12.7 VISUAL ILLUSIONS FROM PRECIPITATION .........................................................................................................50
12.8 LANDING ............................................................................................................................................................50
12.8.1 SLIPPERY RUNWAY LANDING PERFORMANCE .........................................................................................51
12.9 ICE ACCRETION ..................................................................................................................................................52
13 FLIGHT CREW TRAINING AND QUALIFICATIONS (AIR OPS PART A 8.4.5/PART SPA SPA.LVO.120) ................ 53
13.1 COMMANDER LVO QUALIFICATION ..................................................................................................................53
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13.2 FIRST OFFICER LVO QUALIFICATION ..................................................................................................................54

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INTENTIONALLY BLANK
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1 INTRODUCTION
This document is issued to Lauda Europe Crew Members and covers the Low
Visibility Procedures used by Lauda Europe. It is to be used in conjunction with
Air Operations Manual Part A, the Flight Crew Operations Manuals and the Flight
Crew Technique Manual. It is not intended to replace those manuals. A thorough
knowledge of these documents is a prerequisite to Low Visibility Operations.

Where any conflict arises between the contents of the All Weather Operations
Guide and the contents of Operations Manual Part A, Airbus FCOM/FCTM, the
contents of Air Operations Manual Part A and the FCOM/FCTM will take
precedence.

This document forms part of all initial LVO training programmes, it is designed as
a self-study guide and must be studied by all students as part of the ground
school syllabus.

1.1 The document has the following objectives:

To provide guidance to Lauda Europe flight crew in all aspects of All Weather
Operation (Low Visibility Operations).

To emphasize the importance of the visual cues provided by the approach and
runway lighting systems during Low Visibility Operations.

To illustrate the runway and taxiway markings associated with Low Visibility
Operations.

To list the requirements for Ground Equipment and Aircraft Equipment together
with the allowable deficiencies in such equipment.

To emphasize the characteristics of fog, the effects of precipitation, ice accretion,

low level wind shear and turbulence.

This information applies to Lauda Europe Airbus A320 aircrafts, which are
equipped to allow CAT II & IIIA & CATIIIB operations.
It is policy to maintain the fleet to CAT IIIB status.

Lauda Europe shall only conduct the following Low Visibility Operations (LVO)
when approved by the Authority:
• Low Visibility Take-off (LVTO)
• Standard Category II (CAT II)
• Standard Category III (CAT III)
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2 DEFINITIONS
The following are definitions of various aspects of low visibility operations and are
in compliance with the recommendations of Part SPA.LVO and associated AMC
material for CAT II, CAT IIIA and CATIIIB operations.

2.1 All Weather Operations (AWO)

Taxi, Takeoff or Landing operations in conditions where visual reference is limited
by weather conditions.

2.2 Low Visibility Procedures (LVP)

Procedures applied at an aerodrome for the purpose of ensuring safe operations
during Category II, IIIA & IIIB approaches and Low Visibility take-offs.

Lauda Europe shall not use an aerodrome for LVOs below a visibility of 800m
unless:

The aerodrome has been approved for such operations by the State of the
aerodrome; and
Low Visibility Procedures (LVP) have been established.

If the term LVP is not used, the equivalent procedures that adhere to the
requirements of LVP at the aerodrome must be stated in the Navtech charts in
use thereby assuring an equivalent level of safety. If an LVP or equivalent
procedure is not presented in the Navtech charts or airfield brief, autolands shall
not be conducted in LVP.

2.3 Low Visibility Take-Off (LVTO)

A takeoff where the runway visual range (RVR) is less than 400m.

2.4 Autoflight System

A system, which includes an automatic landing system.

2.5 Fail Operational Automatic Landing System

An automatic landing system is fail-operational if, in the event of a failure, the
approach, flare and landing can be completed by the remaining part of the
automatic system. In the event of a failure, the automatic landing system will
operate as a fail-passive system.
Note: Lauda Europe Aircraft are equipped with a Fail Operational Automatic
Landing System.

2.6 Decision Altitude/Height (DA/H)

A specified altitude or height in the precision approach, at which, a missed
approach must be initiated if the required visual reference to continue the
approach has not been established. Decision altitude is referenced to MSL and
the decision height is referenced to the threshold elevation.

2.7 Minimum Descent Altitude/Height (MDA/H)

A specified altitude or height in a non-precision approach or circling approach
below which descent may not be made without visual reference.
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2.8 Stabilised Approach (SAp)

An approach which is flown in a controlled and appropriate manner in terms of
configuration, energy and control of the flight path from a pre-determined point or
altitude/height down to a point 50 feet above the threshold or the point where the
flare manoeuvre is initiated if higher.
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3 GENERAL
Lauda Europe require CATII, CATIIIA, CATIIIB approaches to be conducted to an
AUTOLAND.

3.1 CATEGORY II
A category II approach is a precision instrument approach and landing with
decision height lower than 200ft (60m) but not lower than 100ft (30m), and a
runway visual range not less than 300m (1000ft).

3.2 CATEGORY IIIA

A CAT IIIA operation is a precision approach to lower than CAT II minima.

A category IIIA approach is a precision instrument approach and landing with a

decision height lower than 100ft (30m) but not lower than 50ft (16m) and a
runway visual range not less than 200m (700ft).

3.3 CATEGORY IIIB

A CAT IIIB operation is a precision approach to lower than CAT IIIA minima.

A category IIIB approach is a precision instrument approach and landing with no

decision height 0ft (0m) and a runway visual range not less than 75m.

3.4 CAT IIIA and CATIIIB OBJECTIVE

The main objective of CAT IIIA and CATIIIB operations is to provide a level of
safety equivalent to other operations but in the most adverse weather conditions
and associated visibility.

In contrast to other operations, CAT IIIA and CATIIIB weather minimum does not
provide sufficient visual references to allow a manual landing to be made. The
minima only permit the pilot to decide if the aircraft will land in the touchdown
zone.
Therefore, an automatic landing system is mandatory to perform Category IIIA
and IIIB operations. Its reliability must be sufficient to control the aircraft to
touchdown in CAT IIIA and CATIIIB operations.

3.5 LTS – LOWER THAN STANDARD CAT I

N/A for the Lauda Europe.

3.6 CONCEPT OF MINIMA

Regulations often use the term minima. In fact, this term could refer to different
concepts:

Airfield operating minima: established in accordance with the airport authority and
published on approach charts.

Operator's minima: lowest minima that an operator is allowed to use at a specified

airfield, following an approval from its operational authority.

Crew minima: lowest minima that the crew is authorized to operate, depending on
the crew qualification.
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Aircraft minima: lowest minima, which have been demonstrated during aircraft
certification. These minima are indicated in the AFM.

For all CAT II / CAT IIIA/CATIIIB operations, these minima consist of a DH and an
RVR.

3.7 CATEGORIES
3.7.1 CAT II Operation minima (Air Ops Part A 8.4.1.2/AMC 4 SPA.LVO.100)

3.7.2 CAT III Operation minima (Air Ops Part 8.4.1.3/AMC 5 SPA.LVO.100)
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3.8 LAUDAMOTION APPROVALS (Air Ops Part A 8.4.5/Part

SPA.LVO.120)
Lauda Europe approvals for Flight Crew operating on the Airbus A320 are as
follows:
• Take-off: 125 m RVR
• Landing CAT II 100ft RA/300m RVR Landing CAT IIIA 50ft RA/200m RVR
• Landing CAT IIIB 0ft RA/75m RVR
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3.9 CAT.OP.MPA.305 Commencement and continuation of

approach
(a) The commander or the pilot to whom conduct of the flight has been delegated
may commence an instrument approach regardless of the reported RVR/VIS.
(b) If the reported RVR/VIS is less than the applicable minimum the approach
shall not be continued:
(1) below 1 000 ft above the aerodrome; or
(2) into the final approach segment in the case where the DA/H or MDA/H is more
than 1 000 ft above the aerodrome.
(c) Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls
below the applicable minimum, the approach may be continued to DA/H or
MDA/H.
(e) The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the visual reference adequate for the type of
approach operation and for the intended runway is established at the DA/H or
MDA/H and is maintained.
(f) The touchdown zone RVR shall always be controlling. If reported and relevant,
the midpoint and stop end RVR shall also be controlling. The minimum RVR
value for the midpoint shall be 125 m or the RVR required for the touchdown zone
if less, and 75 m for the stop end. For aircraft equipped with a rollout guidance or
control system, the minimum RVR value for the midpoint shall be 75 m.

3.10 GM1 CAT.OP.MPA.305 (f)

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 knots.

3.11 WHY CATEGORY II/IIIA/IIIB?

Category II/IIIA/IIIB operations allow the aircraft to be operated in limited visibility
(normally associated with fog), and which is below Category I minimum.
Convective weather is normally not a consideration with Category II/IIIA/IIIB
approaches. Conditions are usually stable and therefore, the low visibility
approach is considered safe. It is the policy of Lauda Europe to maintain the fleet
to Category IIIB status.

3.12 APPROACH BAN

A Commander may commence an instrument approach regardless of the
reported RVR or visibility but the approach shall not be continued below 1 000 ft
AAL (or into the final approach segment with DH/MDH higher than 1000 ft AAL) if
the reported RVR or visibility as applicable is less than the published minima.

If, after descending below 1 000 ft AAL, the reported RVR/visibility falls below the
applicable minimum, the Pilot-in-Command may continue the approach to DA or
MDA and the landing may be completed provided that the required visual
reference is established.
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A conversion from Meteorological Visibility to RVR/CMV will NOT be used when:

• when reported RVR is available;
• for calculating take-off minima; and
• for any RVR minima less than 800 m.

as described in Ops Manual Part A 8.1.3.4.9.

It is never permitted to use factored met visibility as an alternative when RVR is

available.

If in an emergency the Commander finds it necessary to continue an approach

below 1 000 ft above the aerodrome without the required RVR he must file an
ASR (Air Safety Report) detailing the circumstances behind such a decision.
Additionally, the Commander shall notify ATC that he is filing a report through the
internal reporting channels. (This will trigger an ATC MOR).

3.12.1 WHY HAVE THE APPROACH BAN AT ALL?

There is considerable evidence from accidents, flight trials and simulations that in
the highly dynamic situation around DH the pilot is not always able to make the
correct decision in such marginal conditions. In order to determine the minimum
RVR required for a particular DH, allowance is made for the time taken by the
decision process, which should be completed when the DH is reached.

In LVO conditions, during this decision process the pilot must assess the
adequacy of the external references and also evaluate the flight path in relation to
those references. The process is assumed to last some three seconds and
therefore to start about 34ft prior to the DH. For there to be a high probability of
obtaining adequate visual references, it has been established that the segment
visible to the pilot should be of the order of 160m by the end of the decision
process. This is equivalent to 3 seconds of ground speed. Obviously this makes it
difficult, if not impossible, to assess precisely what the visibility is. There is no
time to start counting lights. The pilot also has little time to assess the trend in
visibility as the aircraft progresses towards and along the runway. It is therefore
considered prudent to prohibit the start (or continuation) of an approach if
conditions at DH are likely to be unfavourable for a successful landing.

3.12.2 WHY DOES THE APPROACH BAN APPLY BEFORE 1000 ft ALL BUT NOT AFTER?
This is due to the fact that if the RVR was above minima when the aircraft was
above 1000 ft AAL but has since deteriorated then there is likely a fluctuating
RVR situation present. The Approach is allowed to continue, as there is still a
reasonable chance of improvement in RVR. This also minimizes crew distraction
caused by continual RVR readouts during the approach.

3.13 DECISION HEIGHT CONCEPT.

Decision height is a specified point in space at which a pilot must make an
operational decision. The pilot must decide if the visual references adequate to
safely continue the approach have been established.
If the visual references have not been established, a go-around must be
executed.
If the visual references have been established, the approach can be continued.
However, the pilot may always decide to execute a go-around if sudden
degradations in the visual references or a sudden flight path deviation occur.

In Category II operations, DH is always limited to 100ft or Obstacle Clearance

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Height (OCH), whichever is higher.

In Category IIIA operations, the DH is lower than 100ft (typically equal to 50ft for a
fail- passive automatic landing system).

In Category IIIB operations with no DH, the DH is 0 ft (fail-operational automatic

landing system).

The DH is measured by means of radio-altimeter. When necessary, the published

DH takes into account the terrain profile before runway threshold.

3.14 VISUAL REFERENCE

Research using simulator and flight trials has shown that in general, visual
contact needs to be established about 3 seconds above decision height to enable
assessment of the external references and evaluation of the flight path in relation
to those references.

3.14.1 For Category II/ IIIA:

A Lauda Europe pilot may not continue an approach below the decision height
unless a visual reference containing a segment of at least:

3.14.2 For a CATII approach:

Three consecutive lights being the centreline of the approach lights, or touchdown
zone lights, or runway centreline lights, or a combination of these;
Note: For CAT II operations, this visual reference must include a lateral element
of the ground pattern, i.e. an approach lighting crossbar or the landing threshold
or a barrette of the touchdown zone lighting.

3.14.3 For a CATIIIA approach:

Three consecutive lights being the centreline of the approach lights, or touchdown
zone lights, or runway centreline lights, or runway edge lights, or a combination of
these is attained and can be maintained.

By definition, a go-around must be initiated at DH if the required visual reference

to continue the approach has not been established. The visual reference must be
adequate, i.e. must be of sufficient quality and duration to permit assessment of
aircraft position and progress in relation to the desired flight path.

Thus, the actual number of lights required to be visible at DH stems from the
physiological requirements of being able to determine lateral level and cross-track
position and velocity, rather than from any calculation of the number of lights
which ought to be visible in a given RVR. Such calculation would be purely
theoretical.

3.14.4 EFFECT OF THE COCKPIT CUT-OFF ANGLE ON VISUAL REFERENCE.

From an operational point of view, many variables are involved in determining the
visual reference which will be achieved in practice. These include the Cockpit
Cut-off Angle and related to it, the effect of body attitude, the approach light
system, variations in the visual segment, and the time of day. The Cockpit Cut-off
Angle is the angle between the horizontal and an inclined plane through the pilot’s
eyes, below which the view ahead is obscured by the aircraft structure. It is
measured with the aircraft in the landing attitude.

The factors which affect cockpit cut-off angle for a given flap setting are:
• Aircraft approach speed.
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• Glide path angle.

• Pilot’s eye position.
• Drift angle.
During a normal approach on a 3° Descent Flight Path for CONF 3 the A320
aircrafts has a pitch attitude of approximately 4.0° up.

The number of approach lights visible from the visual segment will be reduced by
the distance lost under the Cockpit Cut-off Angle.

The distance lost under the Cockpit Cut-off Angle will decrease with aircraft
height.

It is very important to know that a small displacement from the correct

eye position will significantly reduce the visual segment. For example,
a displacement of only 1(one) cm below the correct eye position will
reduce the visual segment by 10m. Prior to the approach, care should
be taken to adjust the seat position to achieve the correct eye
position.

The pilots should have a clear understanding of the relationships between those
points on the aircraft which constitute the datum for glide-path and radio altimeter
inputs, and the geometry of the aircraft which dictates the Cockpit Cut-off Angle,
thus determining the pilot’s visual segment.

3.14.5 DRIFT ANGLE

As the aircraft will automatically crab into wind whilst the FMGS / Autoflight
system is engaged in tracking the localizer, a cross-wind from the left will impose
a greater section of the glare-shield and radome into the Captain’s line of vision
thereby effectively increasing the cockpit cut- off angle, thereby reducing the
visual segment. Conversely, a crosswind from the right will decrease the cut-off
angle improving the visual segment as observed by the Captain.
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4 OPERATIONAL CONSIDERATIONS
4.1 PLANNING REQUIREMENTS FOR OPERATIONS DURING LOW
VISIBILITY OPERATIONS:
Check NOTAMS and MET Forecasts for destination and alternate airports. For
the selected destination airport, the appropriate weather reports or forecasts or
any combination thereof indicate that, during a period commencing 1 hour before
and ending 1 hour after the estimated time of arrival at the airport, the weather
conditions will be at or above the applicable landing minima with regard to the
RVR/visibility and also, in the case of a non-precision or a circling approach, the
ceiling at or above the MDA.
There shall be an adequate airport along the route, no further than the distance
flown in still air, in 60 min at the one engine inoperative cruise speed.
The distance travelled in 1 hour at the one engine inoperative cruise speed is
419nm.

NOTE: For overwater flights, CAT.IDE. A.285 applies. (Refer to OM A 8.1.2).

Lauda Europe shall specify any required alternate aerodromes in the operational
flight plan.

At least two destination alternate aerodromes shall be selected, when:

The appropriate weather forecasts for the destination aerodrome, or any
combination thereof, indicate that during a period commencing one hour before
and ending one hour after the estimated time of arrival the weather conditions will
be below the applicable planning minima, or
No meteorological information is available for the destination aerodrome.
Fuel to the farthest alternate shall be uplifted.
For the selected en-route or destination alternate the appropriate weather reports
or forecasts or any combination thereof indicate that, during the period
commencing 1 hour before and ending 1 hour after the expected time of arrival at
the alternate, the weather conditions will be at or above the planning minima as
follows:

Consider requirements for extra fuel to be loaded. Allow for delays at the
destination during CAT II/IIIA/IIIB LVP’s. A backlog will exist even after weather
improvements. Low visibility, thunderstorms etc., are events, which clearly do not
provide reasonable certainty of landing, and generally there will be extra fuel
uplifted to address these conditions. There is a balance between the cost of
holding for a lengthy period at destination and the cost of a diversion.
Confirm Flight Crew qualification.
A takeoff alternate shall be selected and specified in the operational flight plan if
the weather conditions at the aerodrome of departure are at or below the
applicable aerodrome operating minima or it would not be possible to return to the
aerodrome of departure for other reasons. The takeoff alternate must be located
within 419nm.
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NOTE: For overwater flights, CAT.IDE. A.285 applies. (Refer to OM A 8.1.2).

For low visibility operations in less than 800m, the aerodrome must be approved
and low visibility procedures established. If the term LVP is not used, then
equivalent procedures must be established.

4.2 DISPATCH PERFORMANCE

A320
Refer to AFM/Autoland Landing Distance Increments.

4.3 CHECK AIRCRAFT AUTOLAND STATUS

The following sources are available to determine the aircraft AUTOLAND status:

In the crew room on eCrew under HIL DATA.

In the EFL app under AICRAFT STATUS.
On the Aircraft:
In the Techlog under ‘Notice to Crew’.
Placards on the front cover of the Techlog indicate aircraft status is CATIIIA.
Blue/white stripes indicate CAT I only status).
In addition, the MEL includes a list of the minimum equipment that has to be
serviceable at the commencement of a Low Visibility Take-off or LVO approach.

NOTE 1: MEL reference to CATIIIA and CATIIIB implies AUTOLAND.

NOTE 2: The following information is available in the AFM:

The required equipment for CAT II and CATIII Approach and Landing are detailed
in AFM/"NORMAL PROCEDURES - 22 AUTO FLIGHT SYSTEM - PRECISION
APPROACH - REQUIRED EQUIPEMENT FOR CAT II AND CAT III APPROACH
AND LANDING".
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5 TAXI
Low Visibility taxi is one of the most demanding phases of flight. ONLY the
Captain is allowed to taxi during LVP – below 400m RVR. A good briefing for the
taxi- out or taxi-in phase is extremely important and should be completed during
departure and arrival briefing. TEM considerations must be discussed. NO
PAPERWORK SHOULD BE DONE DURING TAXI-OUT OR TAXI-IN, IN LVP’S.
F/O must follow taxi route as per EFB Navtech chart opened in the Chart+
application. The EFB has to be correctly stowed on the respective mount.

In low visibility the Captain will normally follow the green lights on the taxi routing.
If this lighting is not available, confirm taxiways with airport signage and HDG on
flight instruments. Bear in mind that in poor visibility, e.g. 100m (380ft) RVR, one
might expect to see bright lights 100m away, but not unlit or poorly lit obstacles
such as aircraft tails or wingtips. From certain angles their navigation lights are
not readily discernible and the greatest distance from which a white painted
aircraft may be visible in 100m RVR may be less than 75m.

Movement rates will be low in these conditions, therefore taxi slowly. Use of
Ground Movement radar, flight instruments, and an aerodrome chart will help to
assess the aircraft position and help in anticipating bends in the taxiways.
Centreline light spacing may be reduced on bends and caution should be
exercised when coming out of the bend where the lighting reverts to normal. Be
careful not to pass the Cat II & Cat III holding point.

Green taxiways centreline lights may be illuminated beyond the Cat II/III holding
point if it does not coincide with a taxiway stop-bar, or if a preceding aircraft is just
lining up. It is most important for pilots to be particularly careful at all times, NOT
to inadvertently stray on to operating runways, but particularly when visibility on
the aerodrome is impaired by fog or low cloud. Discuss and review any Runway
Incursion Hotspots on Charts. Great care must be taken to read, callout and
interpret correctly all pertinent signs to verify position. Particular attention should
be focused on marker boards that are placed to identify taxiways, intersections
and approaches to runways (active or non-active and holding points), prior to
entering the active runway. Very careful perusal of the aerodrome surface charts
and maintaining a watchful lookout for taxiway identification and other marker
boards is vital, if incursions on to an active runway are to be avoided.

If there is any doubt about the position of the aircraft whilst taxiing before takeoff
or after landing, STOP and inform ATC immediately, for their information. Ask for
guidance in Standard English ATC phraseology. ATC can then immediately give,
the necessary urgent instructions to aircraft about to depart or land; to
discontinue, takeoff or approach as applicable, before taxiing assistance and
guidance is offered to the ‘lost’ crew.

5.1 TAXIWAY LIGHTING

At those aerodromes equipped for low visibility operations, taxiways are equipped
with green centreline lighting otherwise blue edge lighting is provided, as shown
in Figure 1.0. Where green centreline lighting is provided, blue taxiway edge
lighting may also be installed as additional guidance on sections of taxiway that
are difficult to negotiate. Green taxiway centreline lighting may be provided on the
runway prior to an exit taxiway in order to give leadoff guidance. The edge of
aprons, turning and holding areas are normally marked by blue lighting.
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NOTE 1: Where centreline lighting is installed on a taxiway leading onto a

runway, the taxiway lighting is curved onto the near side of the runway centreline
and pilots should make an appropriate allowance for any loss of Runway
Declared Distance incurred in following the 'lead-on' lighting whilst lining up for
take-off.

NOTE 2: Taxiway centrelines are intended to provide safe clearance between the
largest aircraft that the taxiway is designed to accommodate and fixed objects
such as buildings, aircraft stands etc., provided that the pilot of the taxiing aircraft
keeps the 'Cockpit' of the aircraft on the centreline and that aircraft on stands are
properly parked. Taxi Holding Positions are normally located so as to ensure
clearance between an aircraft holding and any aircraft passing in front of the
holding aircraft, provided that the holding aircraft is properly positioned behind the
holding position. Clearance to the rear of any holding aircraft cannot be
guaranteed. When following a taxiway route, pilots and persons towing aircraft
are expected to keep a good lookout, consistent with the prevailing visibility and
are responsible for taking all possible measures to avoid a collision with another
aircraft or a vehicle.
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Figure 1.0 Taxiway Lighting

5.1.1 Colour Coded Taxiway Centreline Lighting

Where part of a taxiway equipped with centreline lighting lies within the ILS
Sensitive Area or is sufficiently close to a runway that aircraft on that part of the
taxiway would present an obstruction to aircraft landing or taking-off, that part of
the taxiway will be identified by alternate green and yellow centreline lights, as
shown at Figure 1.0. Pilots should avoid stopping with any part of their aircraft in
such areas.

5.2 STOP BARS AND LEAD-ON LIGHTS

Lighted Stop Bars and Lead-on Lights are provided at those aerodromes
authorised for low visibility operations. A Stop Bar consists of a row of lights
spaced equally across the taxiway normally at right angles to the centreline and
showing red towards an approaching aircraft when lit. Stop Bars are normally
installed in association with green Lead-on Lights, which form part of the taxiway
centreline lighting beyond the Stop Bar.
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The Lead-on Lights are interlinked with the Stop Bar so that when the Stop Bar is
'on' the green centreline beyond the Stop Bar is 'off' and vice versa, as shown in
Figure 1.0. In this way, the Stop Bar and associated Lead-on Lights act in the
same sense as traffic lights; therefore, pilots must not taxi an aircraft across a
Stop Bar that is lit. Stop bars are provided at entrances to runways, e.g. runway
holding positions, and may also be provided at taxiway intersections and at other
locations.

NOTE: At some aerodromes where, for example, a Stop Bar is located on or

close to a bend in the taxiway route, additional elevated red lights may be
installed outboard of each taxiway edge as shown at Figure 1.0, in order to
provide maximum advanced warning of the Stop Bar location.

5.3 TAXIWAY GUIDANCE SYSTEM

At aerodromes where Category II and III operations take place or where ground
movement requirements are complex, a surface movement guidance and control
system (SMGCS) may be installed in order to regulate traffic. The system
operates by selective switching of the taxiway centreline lighting so that individual
sections or routes, each terminating at a lit Stop Bar, are illuminated in order to
show the way ahead. The Stop Bar is extinguished as the next section of taxiway
centreline lighting is selected.

5.4 TAXIWAY INTERSECTION LIGHTS

At some aerodromes where multiple intersecting taxiways are not provided with
selective route guidance, Taxiway Intersection Lights may be provided. These
consist of a row of at least 3 steady yellow lights disposed symmetrically about
the taxiway centreline. Pilots approaching an intersection where these lights are
displayed should give way to crossing traffic unless otherwise instructed by air
traffic control (ATC)

5.5 REFLECTIVE TAXIWAY EDGE MARKERS AND CENTRELINE

STUDS
On taxiways that are used infrequently, reflective edge markers or centreline
studs may be used instead of taxiway lighting. Edge markers are blue and
centreline studs are green.

5.6 SIGNS
The signs located on an aerodrome when used in conjunction with an aerodrome
chart are intended to simplify surface movement guidance and control
procedures, particularly in conditions of low visibility. Signs are divided into two
categories, namely Mandatory Signs and Information Signs.

Mandatory Signs consist of Runway Taxi-Holding Position (RTHP) signs,

Intermediate Taxi- Holding Position (ITHP) signs and No Entry signs and display
white characters on a red background as illustrated at Figure 1.2 and 1.3. RTHP
and ITHP signs are located alongside the appropriate surface marking and
identify the holding position as well as indicate the direction in which the holding
instruction applies. Pilots should not proceed beyond a Mandatory Sign unless
directed to do so by ATC.
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5.7 RUNWAY TAXI-HOLDING POSITION (RTHP) SIGN FOR

CATEGORY II AND III OPERATIONS
At aerodromes equipped for Category II and III ILS approaches, RTHP signs are
annotated CAT II, CAT III or CAT II/III as appropriate, in the manner illustrated in
Figures 1.2 and 1.3. However, because of the need to provide greater protection
to Category II and III ILS systems, the RTHPs associated with these procedures
are set farther back from the runway than those associated with visual or
Category I operations; where this distance is such that it would hinder the
expeditious flow of traffic when Category II or III procedures are not in force, a
visual RTHP may be established in addition, closer to the runway, in the manner
illustrated at Figure 1.3 (e) and (f). Exceptionally, CAT I RTHPs may be
established in this manner, as illustrated at Figure 1.2 (b), for the same reason.
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Figure 1.2 Examples of Mandatory Signs for Aircraft Surface Movements

Note: 1: The signs at (i) are used where the taxiway normally serves only one
runway direction. The signs at (ii) are used where the taxiway normally serves
both runway directions.
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Figure 1.3 Typical Runway Taxi-Holding Position Signs and Associated

Taxiway Markings

The diagrams in Figure 1.3 illustrate typical signs associated with various Runway
Taxi-holding positions on Taxiway ‘A’ leading to the threshold of Runway 27 and
on Taxiway ‘D’ leading to an intermediate taxiway entrance to Runway 09-27.

NOTE: The signs at intermediate taxiway entrances as shown at Figure 1.3 (b)
and (d) show the runway designation in both directions; a left turn is required to
reach the threshold of Runway 09 and a right turn to reach the threshold of
Runway 27.
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6 RUNWAY LIGHTING
All runways licensed for night use have Edge, Threshold and End Lighting.
Centreline and Touchdown Zone Lighting is provided as additional guidance in
support of low visibility operations.

Runway Edge Lighting is located along the edges of the area declared for use as
the runway delineated by white edge markings, and may be provided either by
elevated or by flush fitting lamp fixtures. At some aerodromes where elevated
runway edge lights are employed, the light fixtures may be located on the grass
shoulder just beyond the declared runway width. Portable battery operated lights
may be used in place of fixed lamp fittings at small aerodromes where limited
operations take place at night.

Runway Edge Lighting is white except in the following instances:

6.1 CAUTION ZONE LIGHTING

On ILS equipped runways without centreline lighting, yellow edge lighting as
illustrated at Figure 1.5 (B), is installed on the upwind 600 m or one third of the
lighted runway length available, whichever is the less. The yellow 'caution zone'
so formed gives a visual warning of the approaching runway end.

6.2 PRE-THRESHOLD LIGHTING

Where a landing threshold is displaced, but the pre-threshold area is available for
the take-off run, the lights between the beginning of the runway pavement and the
displaced threshold show red from the approach, as illustrated at Figure 1.4.
Pilots taking off in such a situation would see red edge lights up to the green
threshold then white edge lights beyond. Where a starter extension, narrower
than its associated runway is provided, blue edge lighting is normally used to
mark the edges, as illustrated at Figure 1.4.

In most European states the edge of the starter extensions is marked with solid
white lines the same as runway edges however some states have used dashed
lines to define runway starter extensions, crew should remain vigilant to the
possibility of confusing dashed edge markings with the centerline marking in
states that use this system. E.g Italy.

Brescia RWY 32 Brussels Airport RWY 19/25

When departing from Italian destination especially when lining up on a starter

extension ensure correct runway alignment, remember if you are unsure STOP
and check.
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Wrong alignment with the runway edge rather than runway centre line.

Anticipate, take your time, and follow FCTM/TAKEOFF ROLL guidance.

6.3 RUNWAY EXIT LIGHTING

One or two omni-directional blue lights may replace or supplement the edge lights
in order to indicate an exit taxiway.

6.4 STOPWAY LIGHTING

Where stopway is provided at the end of a runway, the declared stopway is
delineated by red edge and end lighting as illustrated in Figure 1.4 showing ONLY
in the direction of landing. A stopway is provided for emergency use only and is
not normally suitable for routine use.
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Figure 1.4 Runway Edge, Threshold and Edge Lighting

NOTE: When lining up in reduced visibility use extreme care not to mistake
Runway Edge Lights for Runway Centerline Lights, as they may both be white.
Ensure the aircraft lines up with the centerline lights.
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7 LOW VISIBILITY TAKE-OFF OPERATION (LVTO) (Air

Ops Part A 8.4.1/AMC 1 SPA.LVO.100)
For operations in Runway Visual Range (RVR) less than 800m, LVPs or
equivalent must be in force. These will be stated in the Navtech chart or Airfield
Brief.

For an LVTO with a Runway Visual Range (RVR) below 400m the criteria
specified in Table 1A (BELOW) should be used.

For an LVTO with an RVR below 150m but not less than 125m:

High intensity runway centreline lights spaced 15m or less and high intensity
edge lights spaced 60m or less are in operation;

A 90m visual segment is available from the cockpit at the start of the takeoff run;
and

The required RVR value has been achieved for all of the relevant RVR reporting
points.

This 125m approval is listed in the OPS SPEC. When assessing RVR during LVO
Takeoffs, it is important to be familiar with the correct lighting systems associated
with the runway in use. This information is normally found on Navtech chart 10-1
under ‘Aerodrome’. For example, below shows EMA 09/27 with centerline lighting
spacing at 15m intervals.
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Prior to entering the active runway, be familiar with FCTM/TAKEOFF ROLL

GUIDANCE.

NOTE: At certain aerodromes with displaced thresholds, the supplementary

approach lighting is inset into the runway and in certain weather and ambient light
conditions the centreline barrettes, at the higher intensity settings, can partially
obscure the runway centreline lighting to pilots lining up for departure. Pilots
experiencing problems of this nature should ask for the intensity of the
supplementary lighting to be adjusted or extinguished.
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7.1 REJECTED TAKE-OFF

If it is necessary to reject the takeoff and visibility is very limited, directional
control with reference to the centreline lights may become more difficult as speed
is reduced. Apply maximum manual braking or verify operation of autobrake MAX
to ensure the aircraft stops before the end of the runway. As soon as the
centreline lights change to alternate red and white there is 900m of runway left.
When only 300m of runway remains, the centerline changes to continuous red
lights. Bear in mind that the aircraft is not visible from the tower in LVTO. Not all
airports have ground radar. Therefore, in case of rejected takeoff, it is very
important to report the RTO to the tower as soon as the parking brake has been
set.

With very limited visibility, directional control with reference to the centreline lights
is difficult, particularly with the asymmetric moment of an engine failure, and loss
of the centreline lights streaming, as IAS reduces. This demands early corrections
to maintain the centre line.
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8 LVO APPROACH SET UP AND BRIEFING

REQUIREMENTS
Check Aircraft CAT IIIB status.
Both pilots must be CAT IIIB qualified.

In addition to the usual approach setup and briefing, crews shall take note of the
following:

8.1 ANNOUNCEMENT
Airports approved for CATII/IIIA/IIIB will put into force “low visibility procedures”
(LVPs) when weather conditions warrant. This will normally be announced on the
ATIS or by ATC.
Specific holding points for taxiing aircraft are enforced and illuminated to ensure
obstruction and interference from obstacles is minimized. Separation from arriving
and departing aircraft is increased to avoid interference.
Refer to Navtech charts for airport specific low visibility departure or arrival
procedures.

8.2 WEATHER LIMITS

Headwind max 30kts, x-wind max 20kts, max 10kts tailwind
Turbulence no more than light to moderate.
Precipitation no more than moderate.
No windshear reported.

NOTE:
A320
Refer to AFM/Autoland Landing Distance Increments.
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8.3 CHECK FOR FAILURES OF GROUND BASED AIDS AND/OR

EQUIPMENT
These instructions are intended for use both pre-flight and in-flight. It is however
not expected that the commander would consult such instructions after passing
1000 ft above the aerodrome. If failures of ground aids are announced at such a
late stage, the approach may be continued at the commander’s discretion. If
failures are announced before such a late stage in the approach, their effect on
the approach should be considered as described in Table 7, and the approach
may have to be abandoned.

Multiple failures of runway lights other than indicated in Table 7 are not
acceptable;
Deficiencies of approach and runway lights are treated separately;
For CAT II and CAT III operations, a combination of deficiencies in runway lights
and RVR assessment equipment are not permitted; and
Failures other than ILS, affect RVR only and not DH.

8.4 Effect on Landing Minima of Temporarily Failed or

Downgraded Ground Equipment (Non-LVO Operations)
8.4.1 General
These instructions shall be used for both pre-flight, and in-flight prior to
commencement of the approach. The commander will not consult such
instructions after passing 1000 ft above the aerodrome. If failures of ground aids
are announced at such a late stage, the approach may be continued at the
commander’s discretion. If failures are announced before such a late stage in the
approach, their effect on the approach will be considered as described in Table 9,
and the approach may have to be abandoned or continued at the commander’s
discretion.

8.4.2 Conditions applicable to Tables 9:

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a. multiple failures of runway/FATO lights other than indicated in Table 9

should not be acceptable;
b. deficiencies of approach and runway/FATO lights are treated separately;
and
c. failures other than ILS, MLS affect RVR only and not DH.

8.5 APPROACH USING LOC G/S FOR CATII CATIII (REF. FCTM)
The FCTM/APPROACH USING LOC G/S FOR CATII CATIII guidance must be
used as a basis for every CAT II, CATIIIA/CATIIIB approach briefing.

8.6 APPROACH CHARTS

Cat II/Cat IIIA/Cat IIIB minima are published on the bottom of the appropriate ILS
plate for the runway.

8.7 CAT III APPROVED RUNWAY ENDS – ELIGIBLE AERODROMES

AND RUNWAYS (AIR OPS PART A 8.4.2.9/PART SPA AMC 6
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SPA.LVO.105)
CAT III approved runway ends can be found in Docunet/CAT III Approved Rwy
List under Checklists section. Each aircraft type/runway combination is verified by
the successful completion of at least one approach and landing in CAT II or better
conditions, prior to commencing CAT III operations. For runways with irregular
pre-threshold terrain or other foreseeable or known deficiencies, each aircraft
type/runway combination is verified by operations in CAT 1 or better conditions,
prior to commencing CAT III.

Airports and runway ends contained within the table have had an initial
verification autoland and can therefore be used for CAT IIIA & CAT IIIB
operations as indicated.

This table is only applicable to CAT IIIA & CAT IIIB approaches. CAT II
approaches do not require reference to the table.

8.8 INFORMING THE SCCM/N.1

Prior to conducting an autoland the captain must inform the No.1. This will allow
the No.1 to instruct passengers to switch off electronic devices.

SEP refers:

Under certain circumstances where the auto-landing system is going to be used

all electronic devices must be switched off for approach and landing. The Captain
will inform the No.1 and the No.1 will make the following PA:

“Ladies and gentlemen, the Captain has informed us that on this occasion all
electronic devices must be completely switched off for the landing, this includes
devices in Airplane or Flight mode. Thank you”
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9 APPROACH PROCEDURES AND CALLOUTS

Approaching an LVP declared destination, inform ATC that a Cat II/IIIA/IIIB
approach will be made, thus ensuring priority over non-Cat II/IIIA/IIIB aircraft in
the holding stack. On first contact with the Approach controller request a Cat
II/IIIA/IIIB approach with a 10nm final. Ensure Cabin secure has been received
prior to commencing the final approach.

When the RVR is just below minimum, and it is necessary to decide whether to
remain in the hold for an improvement or to divert, bear in mind that the Volmet
and ATIS RVRs may not be the same as the current RVR. If workload permits,
monitor the Tower frequency to get the latest RVR.

When the visibility is rapidly improving, the low visibility safeguarding procedures
may be abandoned by ATC in order to increase the traffic flow. If this should
occur after the aircraft has left the hold, a call to the Tower will enable the
controller to advise that appropriate protection is no longer available. If that is the
case, it is then the pilot’s responsibility to check that the sensitive area is clear of
other aircraft.

9.1 PROCEDURE
CPT (LHS) shall always be PF.
If there are no adequate visual cues at minimums, the CPT executes the go
around.

9.2 CALLOUTS
Refer to FCOM/FCTM.

9.3 GO-AROUNDS
The Commander may elect to go-around from a low visibility approach at any
time if there is any doubt as to whether the approach can be flown in a safe
manner to a successful landing.

Below 500ft AGL a Go-around is mandatory if:

• Any of the required airborne equipment becomes inoperative.
• Any of the required ground equipment becomes inoperative.
• An instrument crosscheck shows a significant discrepancy, or any
Instrument Comparator warnings are evident.
• A rate of descent greater than 1000 FPM occurs.
• The Visual Reference is inadequate.
• A touchdown within the TDZ cannot be accomplished;
• A Localizer or Glideslope deviation of more than one dot G/S or 1/3 dot
Localizer occurs.

The crew should, at no stage below 500ft AGL, hesitate or discuss whether a go-
around is required or not.
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10 THE VISUAL CUES

Following an autoland, the airplane main gear should touchdown within the TDZ
lighting system. Longitudinal touchdown will be between 60m from the threshold
and before the end of the touchdown zone lighting (900m from threshold).

It is important to understand what the various lights indicated to the pilot, which
lights he/she expects to see, and when. At those aerodromes where Category
II/IIIA/IIIB approaches are conducted, Supplementary Approach Lighting
consisting of centreline barrettes and two rows of red side barrettes, as shown at
Figure 1.5 (C), are installed in order to provide the pilot with enhanced visual cues
over the last 300m of the approach.

NOTE: At certain aerodromes with displaced thresholds, the supplementary

approach lighting is inset into the runway and in certain weather and ambient light
conditions the centreline barrettes, at the higher intensity settings, can partially
obscure the runway centreline lighting to pilots lining up for departure. Pilots
experiencing problems of this nature should ask for the intensity of the
supplementary lighting to be adjusted or extinguished.
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Approach lights are symbolized in recognizable form, and at the same scale as
the airport chart. Typical examples:

Figure 1.6
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10.1 VISUAL ILLUSIONS

Whereas the approach/runway lights afford some roll guidance, 300m RVR does
not provide an adequate picture to enable the pilot to achieve an accurate visual
perception of attitude.

If the horizon is obscured, the crossbars are in dynamic motion. The distance to
the farthest visible lights may appear to vary due to inconsistency and density of
the fog. This situation can create the illusion that the aircraft is porpoising.

To compound the above, a strong illusion of being too high on the slot is created
when transitioning from instruments to visual in low visibility. This illusion is quite
simply caused by the fact that the forward limit of visibility – to the pilot’s
perception, the horizon – is much lower than usual (in fact it is half-way down the
windscreen).

Side effects of the above are:

• A sudden decrease of visibility will cause the illusion of a pitch-up.
• A sudden increase of visibility will cause the illusion of a pitch-down.
Maintaining a rapid scan of instruments and visual cues throughout the visual
sector can guard against these illusions and false perceptions.
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10.2 RAPID EXIT TAXIWAY INDICATOR LIGHTS

Rapid exit taxiway indicator lights (RETILs) provide pilots with distance to go
information to the nearest rapid exit taxiway on the runway, to enhance situational
awareness in low visibility conditions and enable pilots to apply braking action for
more efficient roll-out and runway exit speeds.

RETILs consist of six yellow lights adjacent to the runway centreline and
configured in a three/two/one pattern spaced 100 m apart; the single light is 100
m from the start of the turn for the rapid exit taxiway, see Figure 1.8.

Figure 1.8
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11 AERODROME FACILITIES
When Low Visibility Operations are planned for an aerodrome, all the facilities of
the aerodrome must be considered and assessed for their suitability for such
operations. Special procedures, and, in some instances, additional equipment,
may be required to ensure that these operations can be conducted safely.

This section of the guidance is intended to provide baseline requirements for the
development of detailed procedures. The actual facilities and procedures required
at any aerodrome depend on the type of operations to be conducted at that
aerodrome.
The specific types of operations that require LVP are:
A. Departure operations in RVR less than a value of 400m.
B. CAT II and CAT IIIA/IIIB approach and landing operations.

The extent and complexity of the procedures depend on the operations being
conducted, but the objective of the LVP is to protect the physical area around the
runway and also to protect any guidance signals that may be used during these
operations.

The conduct of Low Visibility Operations depends on the existence of suitable

runway protection measures, surface movement guidance and control,
emergency procedures, apron management, MET service and equipment.
Although it is recognized that the implementation of these requirements is
basically the responsibility of the appropriate State and aerodrome authority, the
aircraft operator should ensure as far as possible that suitable measures have
been taken.

11.1 PHYSICAL CHARACTERISTICS.

The physical characteristics of the runways and taxiways, as well as the
requirements for obstacle clearance, the protection of the defined areas
surrounding a runway, and the characteristics of pre-threshold terrain need to be
carefully considered in order to ensure safe operations in Low Visibility
Conditions.

11.2 OBSTACLE FREE ZONE (OFZ)

(Annex-14) The airspace above the inner approach surface, inner transitional
surfaces, and balked landing surface and that portion of the strip bounded by
these surfaces, which is not penetrated by any fixed obstacle other than a low-
mass and frangible mounted one required for air navigation purposes.

11.3 AIRPORT VISUAL AIDS

Runway lighting and marking must be in compliance with ICAO Annex 14
Standards and Recommended Practices. Runways certified for Cat II and Cat
IIIA/IIIB ILS Operations must be equipped accordingly, including threshold
lighting, runway markings, runway edge lighting, runway-end lighting and
markings, runway centre line lighting and markings and touch down zone lighting
and markings.
Secondary power supply (switch over time of 1 second) for the Visual Aids will be
provided in accordance with the requirements of ICAO Annex 14. Any failure of
the secondary power supply equipment will result in a down-grading of ILS
Operations.
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11.4 NON-VISUAL AIDS

Low Visibility Operations require a means of guidance for the aircraft on the
approach to the runway and for some take-off operations. The demanding
requirements of Low Visibility Operations means that it is particularly important to
ensure that the guidance signals are of the highest quality. Where ground based
antennas are used to provide these signals, then this quality is assured by
establishing critical and sensitive areas.
These include all approach radio aids such as ILS/MLS and VOR/DME, also
locator beacons and fan markers both of which are now being gradually
withdrawn.

11.5 EQUIPMENT
ILS ground equipment serving instrument runways must have no-break power
supplied by dual systems located and operated according to ICAO Annex 10,
Volume 1 Standards and Recommended Practices. Automatic monitor systems
according to the requirements of Annex 10, Volume 1, Part 1, are to be provided
for all ILS ground systems components. Localizers (LLZ) certified for Cat II and/or
Cat IIIA/IIIB operations are to be additionally monitored by a far-field monitor.
Pilots will be informed without delay of any deficiency.

11.6 ILS CRITICAL AREA

(Annex 10) An area of defined dimensions about the localizer and glide path
antennas where vehicles, including aircraft, are excluded during all ILS
operations. The critical area is protected because the presence of vehicles and/or
aircraft inside its boundaries will cause unacceptable disturbance to the ILS
signal-in-space.

11.7 ILS SENSITIVE AREAS

(Annex 10) An area extending beyond the critical area where the parking and/or
movement of vehicles, including aircraft are controlled to prevent the possibility of
unacceptable interference to the ILS signal during ILS operations. The sensitive
area is protected to provide protection against interference caused by large
moving objects outside the critical area but still normally within the airfield
boundary.

11.8 SECONDARY POWER SUPPLY

All radio navigation aids, essential communication equipment and the RVR
assessment system must be supplied with ‘no-break’ power.

11.9 AERONAUTICAL INFORMATION SERVICES

When any part of the system supporting Low Visibility Operations is
unserviceable or downgraded, a NOTAM shall be issued, provided the failure
time complies with the NOTAM issuance requirements, giving a full description of
what is unserviceable or downgraded. The NOTAM shall also include any
additional measures or restrictions that have been taken in the LVP as a result of
the downgrading.

ATIS broadcasts are provided at aerodromes where there is a requirement to

reduce the load on RTF communication channels and therefore reduce the
workload on both controllers and pilots. This is particularly beneficial in LVP
where additional information about the status of LVP and the aerodrome facilities
should be provided. Pilots can receive the information required before they are in
RTF contact with approach control units or before start-up. The information
provided by ATIS broadcasts in LVP can assist pilots in planning for the approach
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and, should the need arise, any diversions in a timely manner.

11.10 TERRAIN PROFILE

The radio altitude at DH published on CAT II/IIIA approach charts takes account
of any differences between threshold elevation and the level of terrain below the
approach on the extended centre line. The published RA minima is designed to
provide minimum DH above the threshold as per regulations eg. minimum DH
over the threshold for CAT II approach is 100ft.

For example, in Dublin RWY 10/28 the CAT II minima differs from 100ft. The
minima set is the published minima 94ft, 106ft respectively which provides 100ft
DH above the threshold.

11.11 METEOROLOGICAL SERVICE

The status of LVP shall be passed to pilots by means of the ATIS broadcast
where available, except for short notice changes, which shall be passed by ATC.

Accurate and timely reporting of meteorological conditions according to ICAO

Annex 3 must be provided at the aerodrome concerned.

Runway Visual Range (RVR) is normally assessed by electronic

‘Transmissometers’ whose position must be abeam the touchdown zone, mid-
point and stop-end of instrument runways.
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11.12 TWO TYPES OF TRANSMISSOMETERS

The fact that the RVR is at or above limits in no way obliges a pilot to attempt a
landing in these conditions - it merely allows the Pilot to make an approach and
judge the visual conditions. The decision to land is made by the pilot, not by the
RVR. The RVR value is, therefore, best regarded only as the means of
determining whether or not an approach ban exists. The accurate, regular and
frequent RVR reporting required for this purpose will at the same time provide a
good indication of conditions on the runway in the touchdown zone for landing
aircraft.

Before the introduction of instrumented RVR systems, the method of assessing

RVR was based on visual observations using lights or special markers, performed
by a human observer. This system is retained as a standby system for use in
case of a failure of the instrumented system. Those responsible for carrying out
the human observations should report RVR to the appropriate local ATS unit(s)
whenever there is a change in the value to be reported in accordance with the
reporting scale in use. According to Annex 3, Appendix 3, arrangements for the
transmission of the reports to ATS units concerned should be such that
transmission is normally completed within fifteen seconds after the termination of
the observation.

Runway Visual Range is a measure of the opacity of the horizontal sample of the
atmosphere at a low height it can take no account of vertical density changes.
With regard to fog structure, data gathered in the United Kingdom over a twenty-
year period has shown that in deep stable fog there is a 90% probability that the
slant visual range from eye heights higher than 15ft above the ground will be less
than the horizontal visibility at ground level, i.e. RVR. There are at present no
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data available to show what the relationship is between the Slant Visual Range
and RVR in other low visibility conditions such as blowing snow, dust or heavy
rain, but there is some evidence in pilot reports that the lack of contrast between
visual aids and the background in such conditions can produce a relationship
similar to that observed in fog.
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12 ENVIRONMENTAL FACTORS

12.1 THE CHARACTERISTICS OF FOG

Fog will only form and persist if particular values of temperature, humidity, and
wind all exist simultaneously. Small changes in any one of these parameters will
result in variations in the extent, density, and depth of the fog and it is this
sensitivity that is responsible for its extreme and continuous variability. Even
under stable conditions, a large variation in the vertical plane of the concentration
and size of water droplets is known to occur, with a tendency for the greater
concentration to be at the higher levels. For this reason, it is normal for the visual
range within the fog to increase closer to the ground.

Although a shallow fog is the usual cause of decreasing visual segment under
stable fog conditions, a similar effect can be experienced in a dense fog where
the density is greatest near the surface. In this case, as height decreases, the
pilot is looking through fog steadily increasing density and a reduction of visual
segment may be experienced at quite a low height.

Much of the significance of the above applies more to Cat II operation, since Cat
IIIA decision height, even allowing for the fact that the decision to land is made at
eye level, ensures that the aircraft will be below the worst of the fog. At this
height, the visual segment should be either increasing or constant, but not still
decreasing.

Night and day naturally affect visual cues. At night the lights stand out in contrast
and afford better visual information than during daytime. During day operations,
the lights will be less discernible and the visual segment will appear shorter.
Despite this, most pilots are more comfortable in daytime, due to better cockpit
visibility and cues available from runway contrast and markings

12.2 LOW LEVEL WINDSHEAR AND TURBULENCE

Weather limits require that CAT II/IIIA/IIIB approaches should not to be conducted
whenever windshear or Turbulence more than light to moderate is reported. It is
important however to understand the effects of these conditions.

Windshear is a sustained change in the wind velocity along the aircraft flight path,
which occurs significantly faster than the aircraft can accelerate or decelerate.
Windshear can occur at any level, but it is low-level windshear, occurring from the
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surface to a height of approximately 1500 feet, which can cause problems of

sufficient magnitude to affect the control of aircraft in departure or final approach
phases of flight.

12.3 CONDITIONS CONDUCIVE TO WINDSHEAR

a) The presence of frontal/squall/thunderstorm activity in the vicinity of the
aerodrome.
b) The presence of low level inversions where the surface wind will be
significantly different from that at only a few hundred feet above the
ground.
c) Local terrain or buildings considered in relation to wind speed and
direction; such large obstructions can cause windshear as well as the
more usual turbulence and gusts.

A combination of factors can make the analysis of windshear very complex, but
three simple examples of the hazards of low-level windshear are shown below:

a) As the aircraft flies from A to B and traverses the windshear line, the
inertia of the aircraft maintains the ground speed of 170kt and the change
of wind vector causes a sudden fall in airspeed. This can result in reduced
lift until the inertia of the aircraft has been overcome and the original
airspeed regained. Clearly this may be hazardous at critical climb-out
speeds;
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b) If an aircraft on final approach passes through a windshear line which

causes a sudden loss of airspeed and a consequent increase in the rate
of descent, a rapid application of power will be required if the aircraft is not
to sink to a dangerously low height;

c) If the aircraft passes through a windshear line from a tailwind to a

headwind component the inertia of the aircraft results initially in an
increased airspeed and a deviation above the glidepath. The pilot’s
instinctive power reduction can result in the aircraft being short of power
with a high rate of descent as the glidepath is approached and the effect
of the inertia is lost. A rapid increase of power is now required if the
aircraft is not to sink below the glidepath at a dangerously low altitude.

12.4 THE RELATIONSHIP BETWEEN WIND SHEAR AND

TURBULENCE
Turbulence is the direct result of windshear. The stronger the shear the greater
the tendency for the laminar flow of the air to break down into eddies resulting in
turbulence. However, not all shear zones are turbulent, so the absence of
turbulence does not infer that there is no shear.

12.5 THE EFFECTS OF PRECIPITATION AND ICE ACCRETION

PRECIPITATION
Weather limits require that CAT II/IIIA/IIIB approaches should not to be conducted
whenever precipitation greater than moderate is reported. It is important however
to understand the effects of these conditions.
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12.6 FLIGHT IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET

The airplane is designed to operate satisfactorily when the maximum rates of
precipitation expected in service are encountered. However, flight into moderate
to heavy rain, hail, or sleet could adversely effect engine operations and should
be avoided whenever possible. If moderate to heavy rain, hail, or sleet is
encountered, reducing airspeed can reduce overall precipitation intake. Also,
maintaining an increased minimum thrust setting can improve engine tolerance to
precipitation intake, provide additional stall margin, and reduce the possibility of
engine instability or thrust loss.
Refer to FCTM for Supplementary Procedure/Adverse Weather.

12.7 VISUAL ILLUSIONS FROM PRECIPITATION

In light rain or moderate rain, the runway may appear fuzzy because of rain halo
effect, increasing the risk of not perceiving a vertical deviation or lateral deviation
during the visual segment. The visual segment is defined as the segment flown
after full transition from instruments to visual references.

Heavy rain affects depth perception and distance perception:

• Rain on windshields creates a refraction and the perception of being too

high, thus inducing a nose down correction that places the aircraft below
the desired flight path;

• In daylight conditions, rain diminishes the apparent intensity of the

approach lighting system (ALS) resulting in the runway appearing to be
farther away. As a result of this illusion, the flight crew tends to shallow the
flight path resulting in a long landing;

• In night-time conditions, rain increases the apparent brilliance of the ALS,

making the runway appears to be closer, inducing a pitch down input and
the risk of landing short of the runway threshold.

12.8 LANDING
Unfortunately, flight crews do not always receive up to date information on
whether a runway is contaminated or not. This may arise from three causes:

• Delays in the making of inspections and measurements by the airport

operator;

• Delays in advice to ATC of runway surface status;

• The current absence of methods for the tactical measurement of braking

action or other runway friction indication on runways, which are or may be
contaminated with water.

If contamination by liquid water is suspected, a review with ATC of the

incidence of recent precipitation is advisable to help decide whether to
delay an approach or continue as originally intended. Alternatively,
another runway may be available. Any pilot reports or observations made
directly by ATC and therefore qualified by the prefix ‘unofficial’ may
provide useful information. However, these need to be used carefully if
conditions are likely to be changing rapidly, due to varying rates and
intensities of precipitation. Where contaminated runway conditions appear
likely to be relatively slow changing, the full detail available on the ATIS,
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from the METAR runway state group, or a SNOWTAM should be carefully

assessed before an approach begins.

The airmanship conclusion, which may be drawn from the above, is that even
though it is believed that the runway is not contaminated, it may be found on
touch down that the surface is contaminated, at least in part, and especially by
liquid water. Therefore, the issues relevant to an intended contaminated runway
landing may have to be considered when preparing to land in bad weather in
order to reduce the risk of runway excursions due to loss of control on low friction
surfaces.

The autobrakes should remain engaged until a safe stop is assured and adequate
visibility exists to control the airplane using visual references.

12.8.1 SLIPPERY RUNWAY LANDING PERFORMANCE

When landing on slippery runways contaminated with ice, snow, slush or standing
water, the reported braking action must be considered. Advisory information for
reported braking actions of good, medium and poor is contained in the AFM,
FCOM and FCTM. The performance level associated with good is representative
of a wet runway. The performance level associated with poor is representative of
a wet ice covered runway. Pilots should use extreme caution to ensure adequate
runway length is available when poor braking action is reported.

Refer to FCOM and FCTM for Performance in Normal & Abnormal Operations.

Pilots should keep in mind slippery/contaminated runway advisory information is

based on an assumption of uniform conditions over the entire runway. This
means a uniform depth for slush/standing water for a contaminated runway or a
fixed braking coefficient for a slippery runway. The data cannot cover all possible
slippery/contaminated runway combinations and does not consider factors such
as rubber deposits or heavily painted surfaces near the end of most runways.

One of the commonly used runway descriptors is coefficient of friction. Ground

friction measuring vehicles typically measure this coefficient of friction. Much work
has been done in the aviation industry to correlate the friction reading from these
ground friction-measuring vehicles to airplane performance.

Use of ground friction vehicles raises the following concerns:

• The measured coefficient of friction depends on the type of ground friction
measuring vehicle used. There is not a method, accepted worldwide, for
correlating the friction measurements from the different friction measuring
vehicles to each other, or to the airplane's braking capability.

• Most testing to date, which compares ground friction vehicle performance

to airplane performance, has been done at relatively low speeds (100
knots or less). The critical part of the airplane's deceleration
characteristics is typically at higher speeds (120 to 150 knots).

• Ground friction vehicles often provide unreliable readings when

measurements are taken with standing water, slush or snow on the
runway. Ground friction vehicles might not hydroplane (aquaplane) when
taking a measurement while the airplane may hydroplane (aquaplane). In
this case, the ground friction vehicles would provide an optimistic reading
of the runway's friction capability. The other possibility is the ground
friction vehicles might hydroplane (aquaplane) when the airplane would
not, this would provide an overly pessimistic reading of the runway's
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friction capability. Accordingly, friction readings from the ground friction

vehicles may not be representative of the airplane's capability in
hydroplaning conditions.

• Ground friction vehicles measure the friction of the runway at a specific

time and location. The actual runway coefficient of friction may change
with changing atmospheric conditions such as temperature variations,
precipitation etc. Also, the runway condition changes as more operations
are performed.

• The friction readings from ground friction measuring vehicles do supply an

additional piece of information for the pilot to evaluate when considering
runway conditions for landing. Crews should evaluate these readings in
conjunction with the PIREPS (pilot reports) and the physical description of
the runway (snow, slush, ice, standing water etc.) when planning the
landing. Special care should be taken in evaluating all the information
available when braking action is reported as POOR or if slush/standing
water is present on the runway.

12.9 ICE ACCRETION

Wing and engine anti-ice systems are to be used in accordance with A320
standard operating procedures bearing in mind they may be required at a late
stage during a CAT II/IIIA/IIIB approach.

One of simplest assumptions made about clouds is that cloud droplets are in a
liquid form at temperatures warmer than 0°C and that they freeze into ice crystals
within a few degrees below zero. In reality, however, 0°C marks the temperature
below which water droplets become supercooled and are capable of freezing.
While some of the droplets actually do freeze spontaneously just below 0°C,
others persist in the liquid state at much lower temperatures.

Aircraft icing occurs when supercooled water droplets strike an aircraft whose
temperature is colder than 0°C. The effects icing can have on an aircraft can be
quite serious and include:

• Disruption of the smooth laminar flow over the wings causing a decrease
in lift and an increase in the stall speed. This effect is particularly
dangerous. An “iced” aircraft is effectively an “experimental” aircraft with
an unknown stall speed.
• Restriction of visibility as the Windshield glazes over.
• Increase in angle of attack further reducing visibility.
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13 FLIGHT CREW TRAINING AND QUALIFICATIONS

(Air Ops Part A 8.4.5/Part SPA SPA.LVO.120)
Prior to conducting LVO Lauda Europe through its approved ATO, ensures that
each flight crew member:

• Complies with the training and checking requirements prescribed in the

operations manual part D, including Flight Simulation Training Device
(FSTD) training in operating to the limiting values of RVR/VIS (visibility)
and DH specific to the operation and the aircraft type;
• Is qualified in accordance with the standards prescribed in the operations
manual.
• The training and checking is conducted in accordance with a detailed
syllabus.

Initial training for LVO procedures includes ground school training, simulator
training as laid out on syllabus form and line flying under supervision that includes
requirements for autolands to be conducted.

A First Officer or Second Officer may conduct these practice approaches in CAT I
or better conditions under the supervision of a line captain who is himself LVO
qualified on the aircraft being flown. A captain completing this part of his initial
LVO training will require the supervision of either a Line Training Captain or TRE.

During recurrent LVO training crews will conduct at least two LVO approaches
and an LVTO. Crews should complete the LVO Recurrency form that can be
found on E-learning and log evidence of 1 CAT II/IIIA/IIIB approach in the
previous 6 months.

13.1 COMMANDER LVO QUALIFICATION

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13.2 FIRST OFFICER LVO QUALIFICATION

The below pictures at respectively 200ft & 100ft AGL show the visual references
without centerline lights and weather conditions OVC003 – RVR1000m.