・LOW VISIBILITY OPERATIONS

Review QR1.1 “LOW VISIBILITY OPERATIONS”

TAKEOFF
Visibility Requirements
Use Higher of:
• Jeppesen Airway Manual Take-off requirements; or
• Flight Operations Supplementary Manual - Ch.5 Aerodrome
Operating Minimums.
When RVR is:
• < 350 meters (1,200 feet), rated takeoff thrust (TO/TO1/TO2) only
(no assumed temperature derate).
• < 700 meters (2,200 feet), CM1 takeoff only
Departure Alternate Requirements
A departure alternate shall be selected if the weather conditions at the departure airport are
below the lowest published operational landing minimums (CAT II/III excluded) or if it is not
possible to return to the departure airport for performance reasons.
Refer to FOM Chapter 6 for detailed information.
If low visibility procedures are in force at an airport, the localizer should be used to verify
the departure runway and should be used as additional guidance during the takeoff roll.
・FOM 6.13.2.2. Alternate Airport Selection
Departure Alternate Selection
A departure alternate shall be selected if the weather conditions at the departure airport are
below the lowest published operational landing minimums (CATII/III excluded) or if it is not
possible to return to the departure airport for performance reasons.
Weather conditions at the selected departure alternate shall be at or above the applicable
operational landing minima for the airport (CATII/III excluded).
TEMPO, INTER or PROB30/40 conditions must be taken into account.
・FOM 6.14.3.3. Destination Holding Fuel (DEST HOLD)
If the runway anticipated for use at destination is equipped with a CAT I or non-precision
approach, destination holding fuel is required if there is a forecast of TEMPO, INTER or
PROB30/40 conditions below minima.
If the runway is equipped for low visibility operations, destination holding fuel is required
if, during the period of operation, the weather conditions at destination are forecast below
CAT I.
Destination holding fuel shall allow for a minimum of 30 minutes holding at 1,500 feet AAL
at planned landing weight at the destination airport. However, if a flight is planned with 2
alternates, destination holding fuel is not required.

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 ・FOM 6.13.2.1. Destination airport
If the appropriate weather reports and/or forecasts for the destination indicate that during
the period of operation, the weather conditions will be below the applicable operational
landing minima (CATII/III included) or no meteorological information is available for
destination, then 2 destination alternates will be provided.
NOTE: TEMPO, INTER or PROB30/40 conditions below minima do not require selection of
a second alternate airport.
See fuel policy for fuel requirements.
The forecast weather for the geographically isolated destination must be better than
alternate planning minima. (TEMPO, INTER or PROB30/40 conditions below alternate
minima are acceptable, provided the forecast itself indicates weather above published
minima for the approach aid in use).

・LOW VISIBILITY OPERATIONS

Review QR1.1 “LOW VISIBILITY OPERATIONS”
LANDING
Visibility Requirements
Use Higher of:
• Jeppesen Airway Manual if applicable; or
• Flight Operations Supplementary Manual - Low Visibility Operations.
LIMITATIONS
→　 FOSM 5.2.1. “Airplane Autorized”
LAND2/FP : DH50, RVR175m/600ft
LAND3/FO : AH200, RVR50m/150ft
Jeppesen 11-2 ILS 7R CATⅢB Minimum : RVR6
FOSM 5.3.27 United States of America CATⅢ Minima : 0/75m (300ft)
NOTE: For all fleets, the Fail Passive landing minima are limited by RVR700 ft in USA.

• Max. Crosswind = 15 kts (if RVR at or above CAT I Minimum, Max.Crosswind=25kts).

• Max. Headwind Component = 25 kts
• Max. Tailwind Component = 15 kts
• Min. / Max. Glideslope Angle = 2.5° / 3.25°
• No windshear condition reported or suspected.
• Turbulence < moderate.

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ASA (AFDS Status Annunciation), AFDS (Autopilot Flight Director System)

APPROACH PREPARATION
1. Check aircraft serviceable for Autoland.
2. Both pilots qualified.
3. Determine Runway Minima approved for EVA operations

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4. Airport equipment: Approach facilities / Lighting operational, check NOTAMS. Discuss
visual segment at minimums.
5. Wind / Runway condition and length within limits, autobrake setting.
6. Holding: Calculate time available for holding.
7. Diversion: Check weather at alternate; maintain awareness of fuel required.
Program route to alternate.
8.Altimeter Bug Set (DH) ········································································· PF/PM
Barometric Alt: Set only if minima determined by barometric altitude,
otherwise leave blank
9.ASA required······················································································· PF/PM
NO AUTOLAND = CAT I
LAND2 = CATII and CATIII/DH 50ft
LAND3 = CATIII / AH 200ft, CATIII / DH as authorized
10. Autobrakes······························································································PF
As a minimum, use autobrake 3 for all low visibility autolands.
MALFUNCTIONS
If the approach reverts to a higher minima, CM1 shall make a statement to that effect
and announce the new minimum. CM2 shall make the required calls reference the
new minimum. Resetting of altimeter bugs is not required.
If the malfunction cannot be clearly identified, a Go-Around must be accomplished.
Decision Continue/Go- Around ····································································· PIC
Notes:
Approaching Minima, the PF will look outside for visual cues.
PM will monitor flight instruments,
ASA and flight mode annunciations during flare, landing and rollout.
AFTER SHUTDOWN
Document Autoland:
Record Unsatisfactory Autoland or Update Autoland Expiry Date
(Present date plus 28 days) into Flight and Maintenance Log.
・Review QRH QR.1.5 “ADVERSE/COLD WEATHER OPERATIONS”.
・RAM 2.5. RUNWAY DEFINITION
Dry : no moisture present
Damp : pavement not soaked, or surface not shiny
Wet : pavement thoroughly soaked, shiny in appearance and depth less than
1/8"(3mm) of water
Contaminated : More than 25% of the surface to be used is covered by standing water or
slush more than or equal to 1/8inch (3mm) deep.
Slush : The surface is covered with snow containing substantial amounts of water and will
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 splash when stepped in or kicked.
The thickness of water film is to be greaterthan or equal to 1/8"(3mm).
Standing Water: This condition is caused by heavy rain or inadequate runway or Flooded
drainage. The thickness of water film is to be greater than or equal to
1/8"(3mm)
Note: Airplane acceleration and deceleration capability will be reduced on Contaminated
Runway. But on Slippery　Runway, only deceleration capability will be reduced,
no effect on acceleration.
Slippery : In the operational world the runway condition is reported in three ways shown
below. The following information is intended as guidance information for relating
the commonly used terms.

Note1: If the surface is covered with snow, 5.0 cm (2 in) of dry snow has the same takeoff
performance penalty as for 6mm(1/4 in) of slush/standing water. Similarly,
on 10 cm (4in) of dry snow the takeoff penalty associated with 12.7mm　
(1/2in) slush/standing water should be considered.
Note2: For some particular airports, the sand is applied to runways with compacted snow or
ice to increase friction for cold weather condition. The runway should be considered
Slippery with further improvements to braking effectiveness. Takeoff and landing
performance on slippery runways should be determined based on the reported
braking action (good, medium, poor).
Note3: No takeoff if Slush/Standing water depth > 13mm (0.5 inch),
Dry snow > 102mm (4inch), Braking coefficient μ <0.2.
・Braking Action VS Friction Value (μ)　(QR.1.7)

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・After prolonged operation in icing conditions with the flaps extended, or
when an accumulation of airframe ice is observed, or when operating on a runway
contaminated with ice, snow, slush, or standing water:
Do not retract the flaps to less than flaps 25
・Prepare for possible Runway change while every runway is swept in rotation in winter
season.

ILS APPROACHES
CAT II/III APPROACH
Pilot Flying (CM1) Pilot Monitoring (CM2)
WHEN ON AN INTERCEPT HEADING
push LOC switch on MCP.- call
“LOCALIZER ARMED”.
- respond “CHECK”.
FMA - LOC (white)
LOCALIZER MOVEMENT
- call “LOCALIZER ALIVE”.
LOCALIZER CAPTURE
FMA - LOC (green)
- call “LOCALIZER CAPTURE”.
push APP switch on MCP.- call
“GLIDESLOPE ARMED”.

- respond “CHECK”.
FMA - G/S (white)
GLIDE SLOPE MOVEMENT
- call “GLIDESLOPE ALIVE”.

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GLIDE SLOPE CAPTURE
FMA - G/S (green)
- call “GLIDESLOPE CAPTURE ”.
Set the missed approach altitude on the
MCP.
- Call “MISSED APPROACH Verify missed approach altitude set on the
ALTITUDE SET”. MCP and
Call “CHECK”
AT 1,500 FEET RA
Check FLARE (white) and ROLLOUT
(white) annunciated on FMA. Check
ASA status (LAND3, LAND2 or NO
AUTOLAND).
Pilot Flying (CM1)
Pilot Monitoring (CM2)

PASSING FAF/FAP OR OUTER MARKER (AS APPICABLE)

- call “FINAL FIX/FINAL APPROACH
POINT/OUTER MARKER __ ” (chart
Verify the crossing altitude. altitude).
- respond “CHECK”.
Both flight crew will cross reference actual barometric altitude with the charted
crossing altitude. If there is any undue discrepancy, suspect mis-setting of QNH. If the
difference is large and there is a high sink rate, this could be false glideslope capture.
AT 1,000 FEET RA
Call “ONE THOUSAND”,
If the approach is stable,
Call “STABLE”

Check ASA and

- respond “ LAND TWO /
LAND THREE ”.
Note: If there is a confident expectation that visual contact can be maintained through
to landing then PF may call “RUNWAY IN SIGHT”. Thereafter, the callout in
response to the autocall “MINIMUMS” is not required.
If the approach is not stable, call
“UNSTABLE GO AROUND”
Respond “GO AROUND,

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FLAPS TWENTY.”
Note: If an approach is not stable by 1000 feet RA, or if the approach becomes
unstable before a landing can be made then a Go-Around maneuver must be
done.
AUTOCALL "FIVE HUNDRED"
If using autoland, verify the autoland status at 500 feet radio altitude.

- Respond “CHECK”. Respond “CHECK”.

100 FEET ABOVE MINIMUMS OR

AUTOCALL“ONE HUNDRED” (If DH 0 is set)
Look outside for visual reference. - call “APPROACHING MINIMUMS”. (If
When visual reference is applicable)
established,- call “RUNWAY /
APPROACH LIGHTS IN SIGHT ”.
Pilot Flying (CM1) Pilot Monitoring ( CM2 )
AUTOCALL “MINIMUMS”
Provided required visual reference is
established and the aircraft is in a
position to land safely.
- call “ LANDING ” or
“GO AROUND, FLAPS
TWENTY ”.
AT 60 - 40 FEET RA
Check FLARE (green) annunciated on
FMA.
If not,
- call “NO FLARE”.
If “NO FLARE” called,
-respond
-“GO AROUND, FLAPS TWENTY”.
AT 25 FEET RA
Check IDLE (gree n) annunciated on
FMA.
If not,
- call “NO IDLE”.
If “NO IDLE” called,
Disconnect autothrottle and close

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thrust levers manually.
AT 5 FEET RA
Check ROLLOUT (green)
annunciatedon F MA.
If not,
- call “NO ROLLOUT ”.
If “NO ROLLOUT ” called, ensure that
the aircraft tracks the runway
centerline. If necessary, disconnect
the autopilot and use rudder pedal
steering.