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ATR ALL Weather Operations
ATR ALL Weather Operations
Yours faithfully,
Training pilots for All Weather Operations is the operator’s responsibility. This guide aims to
give pilots a good overview on low visibility operations and to help operators develop their
own documentation and their flight crew training programmes in order to obtain the Low
Visibility Operations approval from their national authority.
Most stated recommendations are issued from ICAO annexes and from FAA and EASA
regulations. Nevertheless, some national authorities may have additional requirements.
The content of this guide is intentionally limited to operations for which ATR aircraft have
a technical capability, that is to say: low visibility take-off, lower than standard Category I,
Category II, other than standard Category II and Category IIIA approaches.
The overall safety level of low visibility operations is achieved through the implementation of
specific rules and requirements equally concerning:
– the aircraft
– the airfield
– the flight crew
– the operator
All 4 fields are addressed in this guide but with an emphasis on the last two items being more
widely developed.
This guide incorporates features of the ATR -600 aircraft type due for entry into service by
2011. For the time being, low visibility approach certifications are still under progress and the
guide will be amended to develop these points specifically related to the -600 in later revision.
Introduction p. 1
Contents
Chapter A. General
1. A brief history ........................................................................................................................................................................................................................................8
2. Economic aspects .........................................................................................................................................................................................................................8
3. Low Visibility Operations (LVO) concept...................................................................................................................................................9
3.1. General....................................................................................................................................................................................................................................................9
3.2. Low Visibility Take-Off (LVTO)..................................................................................................................................................................................9
3.3. Category II approaches................................................................................................................................................................................................10
3.4. Category IIIA approaches .........................................................................................................................................................................................10
3.5. Lower than standard Category I operation .......................................................................................................................................10
3.6. Other than Standard Category II operation ......................................................................................................................................10
4. Relevant regulations ..............................................................................................................................................................................................................10
4.1. Aeroplanes certification ..............................................................................................................................................................................................10
4.2. Airfield regulation .................................................................................................................................................................................................................10
4.3. Operational regulation ...................................................................................................................................................................................................11
5. Definitions ...............................................................................................................................................................................................................................................11
5.1. General................................................................................................................................................................................................................................................11
5.2. Categories of precision approach and landing operations ........................................................................................12
5.2.1. Category II (CAT II) .........................................................................................................................................................................................................12
5.2.2. Category IIIA (CAT IIIA) .............................................................................................................................................................................................13
5.2.3. Category IIIB (CAT IIIB) .............................................................................................................................................................................................13
5.2.4. Category IIIC (CAT IIIC).............................................................................................................................................................................................13
5.2.5. Lower than Standard Category I ....................................................................................................................................................................13
5.2 .6. Other than Standard Category II ....................................................................................................................................................................14
5.3. Summary ..........................................................................................................................................................................................................................................14
Contents p. 2
Contents p. 3
Contents p. 4
Abbreviations ............................................................................................................................................................................................................... 88
Contents p. 5
A - General p. 7
All modern aircraft are now certificated for CAT II operations and many for CAT III operations. CAT II approaches ap-
proval has been granted to ATR aircraft at the initial certification in 1985. The new series ATR 42-600 and ATR 72-600
will be certificated for CAT II and CAT IIIA approaches.
2. Economic aspects
There is an overall positive economic impact for the adoption of Low Visibility Operations.
In certain regions of the world, the best way for an airline to maintain its schedule all year round without any diversion
due to weather, is to be approved to perform Low Visibility Operations.
There may initially be a cost implication to implement Low Visibility Operations (CAT II/III equipments, flight crew train-
ing...). However, it is the only way to keep in-line services operational throughout the whole year with a minimum
number of diversions. Weather conditions mainly depend on the airfield location, nevertheless actual CAT II/III condi-
tions may occur at any airfield depending on the periods of the year. Diversions and delayed flights are expensive for
an airline, due not only to passenger compensation costs but also due to the resulting bad “image”. For these reasons,
getting operational approval for CAT II/III approaches and Low Visibility Take-Off can be considered as a necessary step
in the evolution of a modern airline.
There may further be a slight positive environmental impact from a higher landing success rate at destination, plus a
consequential reduction in fuel consumption.
A - General p. 8
Take-off and taxing in low visibility conditions involves specific operating procedures and suitable airport installations
(runway lighting system, RVR measurement system, ...) but does not require specific on board equipment.
Landing in low visibility conditions is made possible using high performances ground ILS equipment together with the
onboard receivers and the automatic flight control system of the aircraft. The decision to land is taken in very close
proximity to the ground (between 200ft and 0 ft, depending on the category of the approach); pilots see the runway
lights only a few seconds before touchdown, therefore there is no margin for error. The desired level of safety is
achieved through:
The basic information required by the pilot is normally provided by external visual cues but these may be supplemented
by instrument derived information. When take-off is performed using only external visual cues, the runway lighting
system is essential.
A - General p. 9
4. Relevant regulations
4.1. Aeroplanes certification
FAA
– Advisory circular AC 120-29A, Criteria for approval of Category I and Category II weather minima for ap-
proach
– Advisory circular AC 120-28D, Criteria for approval of Category III weather minima for take-off, landing, and
rollout
– Advisory circular AC 20-57, Automatic Landing Systems
EASA
– CS AWO, Certification Specifications for All Weather Operations
A - General p. 10
FAA
– Advisory circular AC 120-29A, Criteria for approval of Category I and Category II weather minima for ap-
proach
– Advisory circular AC 120-28D, Criteria for approval of Category III weather minima for take-off, landing, and
rollout
EASA
– EU-OPS Subpart E, All Weather Operations
Other
Each State may have its own operational regulation
It is worth noting that harmonisation was conducted between EASA and FAA operational regulations for CAT II and CAT
III operations which are now very similar.
5. Definitions
5.1. General
All Weather Operations
ICAO Doc 9365 – Foreword
Any taxi, take-off and landing operations in conditions where visual reference is limited by weather conditions.
A - General p. 11
For some specific Category II approaches, the FAA gives free choice on DH recognition (radio-altimeter, inner markers
or barometric altimeter).
NOTE: Category II and Category III instrument approach and landing operations shall not be authorised unless RVR information is provided.
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (f)
A Category II operation is a precision instrument approach and landing using ILS or MLS with a decision height
below 200 ft but not lower than 100 ft; and a runway visual range of not less than 300 m.
NOTE: For the minimum RVR requested, the EASA definition is slightly different from the ICAO and FAA definitions: not less than 350 m for
ICAO and FAA but not less 300 m for EASA.
A - General p. 12
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (g)
A Category IIIA operation is a precision instrument approach and landing using ILS or MLS with a decision height
lower than 100 ft; and a runway visual range not less than 200 m.
NOTE: The ICAO and FAA regulations differ from EASA by considering CAT IIIA approaches with no DH. EASA systematically associates CAT
IIIA approaches with a decision height.
EASA
EU-OPS 1.430 - Appendix 1 (new): Aerodrome operating minima (g)
A Category IIIB operation is a precision instrument approach and landing using ILS or MLS with a decision height
lower than 100 ft, or no decision height; and a runway visual range lower than 200 m but not less than 75 m.
NOTE: The ICAO and FAA regulations differ from EASA on the minimum RVR associated with CAT III B approaches.
EASA
CAT III C operations are not currently authorised so EASA does not make reference to this sub-category.
EASA
EU-OPS 1.435 Terminology
A Category I Instrument Approach and Landing Operation using Category I DH, with an RVR lower than would
normally be associated with the applicable DH.
A - General p. 13
EASA
EU-OPS 1.435 Terminology
A Category II Instrument Approach and Landing Operation to a runway where some or all of the elements of the
ICAO Annex 14 Precision Approach Category II lighting system are not available.
5.3. Summary
Definitions of Categories of precision approach give the lowest acceptable minima. During operations those values
may be limited by aircraft capability, by airfield limitation, by crew individual qualification or by operator’s authorisation.
A - General p. 14
The droplets of water suspended in the air near the earth’s surface act on scattering the light and thus reduce the vis-
ibility near the ground.
The formation of a fog layer occurs when a moist air mass is cooled to its saturation point (dew point): the water vapor
within the air mass condenses on small particles in the air to form liquid cloud droplets. This cooling can be the result of:
In case of a calm wind and since air is a poor conductor of heat, this cooling by conduction affects only a very shal-
low layer i.e. a few inches deep. Wind of low speed (3 to 5 knots) causes slight, turbulent currents. Such turbulence is
enough to spread the fog through deeper layers.
As nocturnal cooling continues, the air temperature drops further, more moisture is condensed, and fog becomes
deeper and denser. If wind speed is between 5 and 10 knots then the fog will usually thicken vertically. Winds greater
than 10 knots usually result in the formation of low scud, stratus, or stratocumulus.
At sunrise, the Earth is heated. Radiation from the warming surface heats the lower air, causing an evaporation of the
lower part of fog, thereby giving the appearance of lifting fog. Before noon, the radiated heat from the warming of the
earth surface destroys the inversion process, so then the fog evaporates into warmed air.
Radiation fog appears over land, it never forms over a water surface and it may cover a wide area. The conditions giving
rise to the formation of radiating fog are:
– cloudless nights, allowing the earth to lose heat by radiation,
– moist air that requires a little cooling to reach the dew point temperature,
– light winds (5-7kts) to mix the lower layers of air, thereby thickening the fog layer.
Such conditions are common in high-pressure areas during autumn and winter in temperate zones.
Further radiational
cooling at top of
fog layer, deepens it.
Most often this occurs when a moist air mass moves over a cold surface with a temperature lower than the dew point
of the moving air. Cooling from below takes place and gradually builds up a fog layer. The cooling rate depends on
the wind speed and the difference between the air temperature and the temperature of the surface over which the air
travels. A low wind speed heightens the likelihood as the air remains in contact with the surface long enough to suf-
ficiently cool the air layer.
Advection fogs are often persistent since the weather situation that forms them can last a day or more. Usually, either a
frontal passage with a change of air-mass or a major change in wind direction are needed for the dissipation of advec-
tion fog.
Fog forms
Colder surface
Cold fronts usually move so rapidly and have such narrow bands of precipitation and high wind speeds that a cold front
fog is comparatively rare and short lived. A warm front fog, on the other hand, is fairly common. Warm-front fog may
cover a wide area. Also this type of fog is deep because it extends from the ground to the frontal surface.
rain cloud
front
warm air
cold air
fog
evaporation leads to saturation
Fog forms
on slope.
Valley fog forms during the evening as a result of air being cooled by radiation on slopy topographical features. As this
air becomes denser than its surroundings, it starts going down the slope. This results in the creation of a pool of cold
air at valley floor level. If the air is cold enough to reach its dew point, fog formation occurs.
Snow fall is a different matter; a very light snowfall alone can reduce visibility considerably. As snowfall becomes heavy,
visibility may drop to only a few meters.
Blowing snow is to be expected when loose snow is raised by the wind. The limited visibility may extend to a consider-
able height. This problem is quite significant in cold climates.
Snow also affects approach and runway lighting intensity, thus reducing the chances of acquiring visual cues at Deci-
sion Height. Furthermore, the actual visibility may be less than the horizontally measured visibility because of the lack
of contrast between the approach lighting and the snow-covered ground.
For CAT II operations, the ATR flight manual states the maximum “demonstrated wind”. It corresponds to the worth
wind conditions encountered during certification flight tests. Therefore it should not be considered as a limitation. It is
the operator’s responsibility to set the limit as per his national operational regulations.
CAT III operations are constrained in respect of the wind component. Unlike the demonstrated wind for manual land-
ings, the autoland wind capabilities are always limiting. The maximum crosswind values for auto-land operations are
often less than the manually demonstrated crosswind landings.
ICAO Doc 9328 Chapter 11, Transmission and reporting practices, states the following practices for RVR reporting:
– RVR must be assessed on all runways intended for Categories II and III approaches.
– Where RVR assessments are required, they should be made and reported throughout periods when either the
visibility or the RVR is observed to be less than 1500m.
– The lower limit of the reporting range should be 50 m and the upper limit should be 2000 m.
– The reporting increments should be 25 m up to 400 m RVR,
50 m between 400 and 800 m RVR,
100 m for values of RVR above 800 m.
– The measurements should be averaged over a period of one minute.
A transmissometer measures the transmittance of the atmosphere between two points in space, over a specified path
length or baseline. It consists essentially of a transmitter that directs a beam of light at a photo detector in a receiver unit.
transmitter receiver
optical axis
electronic box
frangible post
data
concentrator
Transmitter Receiver
RVR is calculated taking into account the measured quantity (i.e. transmittance or extinction coefficient), the charac-
teristics of the lights and the expected detection sensitivity of the pilot’s eye under prevailing conditions of background
luminance.
The visibility sensors are strategically located along the runway to provide RVR measurements associated with three
basic portions of a runway:
– the touchdown zone (TDZ), located about 300m from the threshold
– the mid-runway portion (MID), located at a distance of 1000 m to 1 500 m from the threshold
– the rollout portion or stop end located at a distance of about 300 m from the end of the runway
NOTE: For runways less than 2400m, RVR is normally provided for TDZ and Rollout only.
The lateral position of the sensors should be within 120m of the runway centreline and the height above runway should
be approximately 2.5 m.
In certain conditions the RVR may be measured by the pilot or other weather observers. Typically the RVR may be
evaluated by the pilot at take-off position, by counting the number of either the runway edge lights or the centreline
lights that are visible.
Take-off
The minimum RVR required for a take-off should provide the pilot with sufficient visual references to control the aero-
plane until it is airborne, or until the end of an abandoned take-off. This minimum RVR value is to be compared to the
reported RVR which represents the visual segment available at the take-off position.
The reported RVR is an horizontal measure made on the ground while the pilot will normally be looking along a slant
path at approach Iights. It is probable that the fog will be less dense at ground level than it is above ground level and
slant visibility will probably be Iess than the horizontal visibility at ground level too. Thus, the most relevant information
for the pilot is the slant visual range (SVR); however, as practical methods of measuring SVR have not yet been devel-
oped, only the RVR measurement is made available.
A geometrical relation can be used to compute the SVR required for the pilot to visually acquire the specified visual
segment in relation to the obscured segment.
There exist a number of models to convert required SVR into required RVR. They take into account the increase of fog
density with the height and they provide SVR/RVR ratios as a function of eyes height. It is then possible to compute a
minimum RVR as a function of the DH and of the required visual segment.
17° Cut-off
angle
100ft (30m)
SVR
14.7°
SVR / RVR
1
0,9
0,8
0,7
0,6
0,5
0,4
0 25 50 75 100 125 150 175
Pilot’s eyes height (ft)
Even if such methods enable to deal with the DH/RVR relationship in respect of Category II and III operations, the mini-
mum RVR values set in most current operational regulations have been established by also taking into account various
real-life operating experiences which have given satisfactory results over a long period. However it is worth noting that
these RVR values, published in tables of operating minima, on their own, have no intrinsic meaning; they have signifi-
cance only in conjunction with a set of operating policies and procedures.
Figure B16: Distorted vision through the windshield Figure B17: Shallow or patchy fog
Furthermore, when assessing RVR, no account is taken of the effects on the pilot‘s vision of factors such as:
– the transmittance of the windshield of the aircraft,
– rain on the windscreen,
– the level of cockpit lighting,
– the illumination to which the pilot has been exposed prior to take-off or landing such as apron floodlighting, very
bright fog and flying over bright approach lights,
– physical and psychological conditions, e.g. tiredness or stress.
Amongst the Low Visibility Operations covered by this document, only lower than Standard CAT I is concerned by this
conversion.
4. Weather documentation
During flight preparation the weather document analysis should enable the flight crew to identify or assess the risk of
encountering low visibility conditions.
Drizzle
Hail
Rain
Shower
Snow
Widespread fog
Widespread haze
Widespread mist
Widespread smoke
4.2.1. General
A METAR states the weather observed on an aerodrome during the last 10 minutes prior to the observation time. It is
issued twice every hour. At some airports it may be issued only once an hour. If the weather changes significantly from
the last METAR a special observation report (SPECI) is issued.
The TAFs are meteorological forecasting at airport. It is worth noting that RVRs are never forecasted and thus never
included in TAF messages. Only the horizontal meteorological visibility is provided.
Weather phenomena affecting visibility are reported into TAF METAR and SPECI using the following information.
Examples
+ SHRA heavy shower of rain TSSN thunderstorm with moderate snow
FZDZ moderate freezing drizzle SNRA moderate snow and rain
+TSSNGR thunderstorm with heavy snow and hail
4.2.2. TAF
Below is a TAF message typical of CAT II conditions forecasting:
LFBO 150500Z 150615 36003KT 0500 FZFG OVC002
Airport Validity: the 15th Wind 360° Visibility: 500m Cloud layout
identification between 06 and 03kt 200ft
15 TU
In a METAR, the present weather phenomena (i.e. FG or SN) may be associated with the following information:
MIFG Shallow – less than 2m above ground level.
BCFG Patches – fog patches randomly covering the aerodrome.
PRFG Partial – a substantial part of the aerodrome covered by fog while the remainder is clear.
DRSN Low drifting – snow raised by the wind to less than 2 m above ground level.
BLSN Blowing – snow raised by the wind to a height of 2 m or more above the ground.
VCFG Vicinity – Fog reported between approximately 8 and 16 km of the aerodrome reference point.
The OAT / dew point is an interesting indicator: fog usually forms when the dew point and the air temperature are within
a few degrees of each other, with the air temperature being lowered to the dew point, or when the dew point being
increased to the air temperature causes fog formation. Contrarily, fog would be lifting when the temperature-dew point
spread begins increasing.
C - Aircraft requirements p. 28
The supplementary airworthiness requirements for CAT II operations are described in appendix 3 of AC 120-29A (FAA
regulation) and in subpart 2 of CS-AWO (European regulation).
For CAT IIIA operations the relevant regulations are Appendix 3 of AC 120-28D (FAA) and subpart 3 of CS AWO (Eu-
ropean regulation).
To perform lower than Standard CAT I approaches under European regulation, the aeroplane has to be certificated in
accordance with CS-AWO to conduct Category II operations and the auto-land system shall be approved for Category
IIIA operations.
For other than Standard Category II operations under European regulation, the aircraft has to be certificated in accord-
ance with CS-AWO for operations with a decision height below 200ft.
The certification process is to demonstrate that a high safety level and an acceptable rate of missed approaches are
achieved during low visibility approaches. Such demonstration can be done examining:
– airborne system accuracy,
– airborne system availability and integrity,
– reliability of the airborne equipment,
– degree of redundancy,
– probability of airborne system failure and consequences.
The safety level must not be less than the average safety level achieved in Category I precision approaches. The rate of
approaches terminating in a go-around below 500ft, due to the approach and landing system performance or reliability,
may not be greater than 5%.
C - Aircraft requirements p. 29
An automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim con-
dition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive
automatic landing system the pilot assumes control of the aircraft after a failure (cf. CS-AWO 300 Applicability
and Terminology (b)(3)). Fail-passive landing system can support CAT IIIA approaches with DH ≥ 50ft, but cannot
support CAT IIIB approaches nor CAT IIIA approaches with DH<50ft.
An automatic landing system is fail-operational if, in the event of a failure below a specified height, the approach,
the flare and landing can be completed by the remaining part of the automatic system. In the event of failure, the
automatic landing system will operate as a fail-passive system (cf. CS-AWO 300 Applicability and Terminology (b)(4)).
Fail operational landing system are requested for CAT IIIB approaches and CAT IIIA approaches with DH<50ft.
Out of the ATR family of aircraft only the ATR -600 is equipped with a fail-passive automatic landing system and a speed
control system. Only the ATR -600 can be certificated for CAT IIIA approaches with DH ≥50ft.
ATR aircraft are not equipped with fail-operational landing systems nor automatic throttle controls, nor automatic
ground roll controls, hence they cannot be certificated for CAT III approaches with DH<50ft.
1.2.3. Lower than Standard CAT I and other than Standard CAT II
One of the conditions for an aircraft without HUDLS to be authorised for such operations is to perform an automatic
landing. Only aircraft certificated to conduct Category II approaches and equipped with an auto-land system can per-
form lower than Standard CAT I or other than Standard CAT II.
Since ATR -600s are equipped with an automatic landing system they can support lower than Standard CAT I and other
than Standard CAT II operations.
This RVR limit may be lowered if the aircraft is equipped with a guidance system which provides directional guidance
information to the pilot during the take-off or abandoned take-off (e.g. HUD). This guidance information normally takes
the form of command information, but it may alternatively be a situation (or deviation) information. In the event of loss of
visibility during the take-off or abandoned take-off, the system enables the pilot to control the aeroplane on the runway
centreline using the normal steering controls.
With the operational benefits provided by such devices being limited (e.g. RVR limit reduced from 125m to 75m), ATR
aircraft are not equipped with such a guidance system for take-off, hence they are not required to be subjected to ad-
ditional certification process.
C - Aircraft requirements p. 30
The aim of this guide is not to describe in details the airworthiness requirements which vary according to the type of
operations and to the regulation applied.
Nevertheless it is to be noted that, in CAT II certification, particular attention is given to the ILS tracking performances.
The probability that the maximum ILS deviation does not exceed the excess deviation alerts has to be demonstrated
as being satisfied.
In CAT III, the autoland system performances have to be evaluated. Notably it must be shown that the touchdown
performance is such that any of the following events is improbable:
– longitudinal touchdown earlier than a 60 m from the threshold point on the runway,
– longitudinal touchdown beyond the end of the touchdown zone lighting (900 m from threshold),
– lateral touchdown with the outboard landing gear more than 21 m (70 ft) from runway centreline (this value
assumes a 45 m (150 ft) runway),
– sink rate for structural limit load,
– bank angle resulting in hazard to the aeroplane and
– lateral velocity or slip angle for structural limit load.
With the ATR family, limitations depend on type (42 or 72), on series and modifications applied.
Example: Limitation for ATR 72-500 (please refer to AFM 7.01.03, CAT II operation):
Minimum height for use of autopilot in approach mode: 80ft (50ft for MOD 0069)
Minimum decision height: 100ft
Certified configuration: flaps 30
Maximum demonstrated wind: Headwind: 30kts, tailwind: 10kts, crosswind: 15kts
C - Aircraft requirements p. 31
ADU
AFCS
CONTROL
PANEL
AFCS QUICK
COMPUTER DISC/ TCS
QUICK DISC/TCS
The computer receives data from several sensors and generates commands to the flight control actuators and to the
FD bars.
Dual microprocessor architecture and digital servo-monitoring techniques are used to provide an adequate safety level.
In ILS approach mode, LOC and GS are displayed both on ADU and on EADI:
– In white during the arm phase LOC
– In green with a star during the capture phase LOC*
– In green without star when in track phase LOC . Track phase, for both LOC and G/S, can only take place below
1500ft RA, but must be achieved before 800ft RA.
Category II capability
As soon as APP mode is armed, the approach capability (as seen by the AFCS computer), will be displayed on the first
line of the ADU (CAT 1 or CAT 2)
CAT2 message means that CAT II conditions are met; it replaces the CAT1 message on ADU as and when all the fol-
lowing requirements are satisfied:
C - Aircraft requirements p. 32
The CAT2 message remains displayed for the duration of the approach if all the above stated conditions remain satis-
fied. If any of those requirements for the CAT2 message are lost, a CAT2 INVALID message flashes on the ADU. In
addition a triple click aural warning is generated.
Excess Deviation monitoring utilizes ILS data from both SGU and is enabled when CAT II conditions are met.
Dual coupling
During ILS approach, DUAL coupling automatically occurs after LOC and GS track phase has begun, if only if both NAV
receivers are tuned to ILS. In dual CPL both arrows are illuminated and both NAV receivers are coupled to the AFCS
computer which utilizes average data for guidance computation.
Dual coupling requires that all of the following conditions are met.
– The EHSIs are displaying different ILS navigation sources tuned to the same frequency
– Both the localizer and glideslope are in track mode
– Radio altitude is below 1200 feet AGL
– Both navigation receivers are operative.
This list should be used to amend the airline Minimum Equipment List (MEL). The dispatch conditions for relevant equip-
ment should clearly indicate that CAT II or CAT III operations are not authorised.
This list should also be included in the airline operating manual and/or QRH to be used by the crew mainly in case of in
flight failure. Before commencing a low visibility approach the crew has to check that all relevant equipment is operative.
C - Aircraft requirements p. 33
Equipment required:
Autopilot 1
FD bars 1 (PF side)
AP quick disconnect 1 (PF side)
AP OFF warning (light and aural) 1
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3 (2 PF side)
SGU 2
Radio altimeter 1 (with 2 displays)
DH indicator 2
GA pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
Airspeed indicators 2
CM2 side must be operative(1)
CM1 side must be operative, if CM1 is PF
Altimeter 3
Hydraulic system Blue + Green
Electrical system DC: BUS 1 / BUS 2 / EMER / STBY / ESS
AC: BUS 1 / BUS 2 / STBY
ACW: BUS 1 / BUS 2
MFC modules 3
(1)
The standby airspeed instrument can be easily monitored only from the Captain position.
In addition to this list it is worth noting that in case of engine failure on ATR, although the autopilot can be engaged
during approach, CAT II approaches are not authorised.
4. Aeroplane malfunctions
During the CAT II/III certification process, the analysis of failure conditions and their effects will determine the actions
to be taken by the flight crew in case of failure of any system, instrument, or element during a low visibility approach.
The nature of the failure and the point of its occurrence determine which response is appropriate. In general there are
three possible responses to a failure:
The appropriate actions to be taken in case of failure are provided by the Aircraft Flight Manual. The procedures fol-
lowing failure, established by the operator and published in his Operating Manual, should not be less restrictive than
those of the AFM.
Here below are listed the failures and associated actions during a CAT II Approach for an ATR aircraft.
C - Aircraft requirements p. 34
wrong AHRS
HDG warning on any EFIS Switch to valid AHRS Revert
to CAT I minima Discontinue the approach
LOC / GS / ILS / warning Revert to CAT I minima
on any EFIS
Loss of one CRT Switch affected CRT OFF
Loss of both CRT on one Switch to valid SGU.
side Revert to CAT I minima
Loss of CM2 airspeed Revert to CAT I minima
indicator and CM1 side
if PF
Loss of any altimeter Revert to CAT I minima
AP disengage Try to recover Discontinue the approach
If impossible revert to CAT I
FD approach
AFCS and ADU
C - Aircraft requirements p. 35
On all ATR aircraft, equipment used for Low Visibility Operations is part of the basic design standard. Therefore, related
tasks are covered by the ATR Maintenance Program. There is no special recommendation for scheduled maintenance
tasks or functional checks to maintain CAT II / CAT III capabilities.
In case of failure affecting the aircraft CAT II or CAT III capability, the aircraft status is primarily governed by status mes-
sages issued from a Multi Purpose Computer. However, crew entry in the Technical Log Book must take precedence.
A log entry must be made each time the CAT II or CAT III capacity is not available.
Concerning the auto-land capability on ATR 42-600 / 72-600 a program for unscheduled maintenance is established to
advise on all necessary corrective actions / procedures following an automatic landing failure and/or component failure.
A reliability programme is also established to monitor the system operational status.
C - Aircraft requirements p. 36
D - Airfield requirements p. 37
The relevant ICAO documents for the approval of an aerodrome for Low Visibility Operations are:
– Annex 14 – aerodrome design and operations
– Annex 10 - ILS
– Doc 9365 – Manual of All Weather Operations
There are national differences in methods for licensing aerodromes. Some States may promulgate specific national
requirements but they should not be less restrictive than CAT II and CATIII ICAO standards.
The additional criteria to satisfy before opening an aerodrome to all-weather operations concern mainly the following
items:
– adequacy of runways and taxiways,
– visual and non-visual aids,
– control of obstacles,
– assessment of RVR,
– air traffic service, including surface movement control.
The demonstration of compliance with ICAO standards is a long and complex process, with a large number of direc-
tives to satisfy. This section sums up the ICAO specifications for CAT II/III airports.
D - Airfield requirements p. 38
Regardless of the effect on the AFCS during the landing phase, an irregular terrain profile up to 1000 m out from the
threshold may have an influence on the determination of a CAT II decision height. It may also affect the approach man-
agement. This is particularly so where the terrain under approach is markedly lower than the threshold. Then the time
available for the head down to head up transition, and for the visual cues acquisition, may be significantly shortened.
“Hundred above”
“Hundred above”
“Decision”
“Decision”
200ft RA
available time for decision making shortened time for decision making
Figure D1: Effect of terrain profile on time available for decision making
For each runway a series of Obstacle Limitation Surfaces (OLS) define the limits to which objects may project into
the airspace. Those surfaces, established in accordance with ICAO Annex 14 Chapter 4, Obstacle restriction and re-
moval, identify the lower limits of the aerodrome airspace above which objects become obstacles.
Transitional
Conical
Outer horizontal
Inner horizontal
D - Airfield requirements p. 39
Inner
approach Inner transitional surface - slope 33.3%
surface H= 45 m
m
0
18 m
12
60 m
900 m
Balked
landing
Divergence 10% surface
1,800m
or runway length L if L<1,800m
In addition to the OFZ constraints, for each approach type an Obstacle Clearance Height (OCH) is calculated. For
an aircraft on the approach track, the OCA/H ensures clearance of obstacles from the start of the final approach to the
end of the intermediate missed approach segment. The OCH of a precision approach is defined as the lowest height
at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance design
criteria. The OCH is referenced to the elevation of the relevant runway threshold and it is used to establish the approach
operating minima (please refer to Paragraph G.1, Establishing operating minima).
The ICAO Doc 8168 (PANS OPS) Volume II Part II Section 1 chapter 1, Instrument Landing System (ILS), presents dif-
ferent methods for the OCH calculation.
■ Among those methods, two of them involve a set of surfaces (basic ILS surfaces or Obstacle Assessment
Surfaces (OAS)). The OCH is determined by accounting for all obstacles which penetrate those surfaces. OAS
are established taking into account, amongst others, the glide path angle, the miss approach climb gradient, the
localizer-threshold distance, the category of the approach, the use or not of autopilots certified for CAT II operation.
■ Another method uses a Collision Risk Model (CRM). This method is employed mainly when the obstacle
density below OAS is considered to be excessive. The CRM is a computer program that takes into account all
obstacles located in the vicinity of the runway. It determines the minimum OCH which provides a safety target
of 10–7 (1 in 10 million) per approach for risk of collision with obstacles.
Z
Y
Glid
e pa
th
X
W
E
D
e C
s
cour
p p roach
l a La
Fina nd
ing
th
re
sh
old
OCH is established for all Category I and Category II precision approaches and for each aircraft category (A,B,C,D). An
OCH is not associated with CAT III operations. These are supported by overlapping protection from the CAT II criteria.
Category III operations are possible only if the CAT II OCH is equal or less than 100ft.
D - Airfield requirements p. 40
The ILS has been the mainstay of landing system aids for well over 50 years. Although ILS has some limitation, for the
time being it is the only system to support CAT II and CAT III operations on a world scale.
The MLS has a number of operational advantages, including a wide selection of channels, an ability to allow curved
approaches, a lesser sensibility to interference, an excellent performance in all weather, and a small “footprint” at the
airports. Although some MLS systems became operational in the 1990s, airline reluctance to invest in MLS and the rise
of GLS has jeopardised a widespread deployment.
GLS (LAAS) is a landing systems based upon the Global Navigation Satellite System (GNSS Landing System). For
Low Visibility Operations the landing system typically includes a Local Area differential Augmentation System (LAAS)
located in the vicinity of the runway. The local area system uses differential techniques to correct and improve the ac-
curacy of GPS, it may serve one or more runways, or nearby airports. GLS (LAAS) promises to provide CAT II and CAT
III capability and is already included into FAA regulation. Nevertheless LAAS is currently a research and development
project focusing on the resolution of integrity and safety issues: no approaches have been certified to date (Sept. 2009).
It is worth noting that Wide Area Augmentation Systems (e.g., WAAS, EGNOS) are typically considered to be RNAV
systems, and are not alone considered to be GLS able to support CAT II/III operations.
For the time being ATR aircraft are not equipped with MLS or GLS; consequently only ILS is developed in this brochure.
Localizer and Glideslope signals are transmitted on different carrier frequencies but the technical principles are similar:
For each system, two signals are transmitted: one is modulated at 90 Hz, the other at 150 Hz. The on board localizer
and glideslope receivers measure the Difference in the Depth of Modulation (DDM) of the 90 Hz and 150 Hz signals The
difference between the two signals varies depending on the position of the approaching aircraft from the centreline for
the localizer and from the desired slope (approximately 3°) for the glideslope. If there is a predominance of either 90 Hz
or 150 Hz modulation, the aircraft is off ILS axes. If the DDMs are zero, then the aircraft is on axes.
D - Airfield requirements p. 41
LOC Aerial
Localizer
150 Hz
90 Hz
Glideslope
GS Aerial
50 ft
150 Hz
~1,000 ft
To achieve a high degree of integrity, monitors continually assess the vital characteristics of the transmissions. If any
significant deviation beyond strict limits is detected, either the transmitters are automatically switched or the ILS is
turned off.
Localizer
At threshold a half dot-deviation on the ILS indicator means the plane is off course by 27m.
At threshold the course alignment accuracy requested is:
– for CAT II ILS: 7.5 meters (4.5m recommended) – alarm threshold: 7.5m
– for CAT III ILS: 3 meters- alarm threshold: 6m
D - Airfield requirements p. 42
Monitoring system
For CAT II and CAT III ILS, the monitoring system is such that the period of radiation outside the performance limits
never exceeds 2 seconds (recommended 1 second).
C B A
Stop end of runway
T
Threshold
E D
30ft
1050m
900m
600m
7.5km (4 Nm)
Figure D8: ILS points
D - Airfield requirements p. 43
■ The ILS critical areas are areas of defined dimensions about the localizer and glide path antennas. All vehicles
and aircraft must remain outside these areas during all ILS operations. Critical areas are fenced and secured to
prevent them from unauthorised access.
■ The ILS sensitive areas are much wider. Their size depends on a number of factors including the type of ILS
antenna, the topography, the ILS category and the size of aircraft operating on the airport. They have to be entered
and exited during normal operation but, during low visibility procedures, clearance from ATC is required before
entering sensitive areas. Their limits are marked on the taxiway by yellow lines, red stop bars and CAT II/III signs.
Designation of critical and sensitive areas is the airport authority responsibility. ATC control access to sensitive areas
when low visibility procedures are in force (please refer to Paragraph D.7, ATC procedures). With the same aim of protect-
ing the ILS beam, ATC usually increase separation between aircraft on landing or take-off.
Localizer
critical area Runway
120m
Localizer antenna
Figure D9: Typical localizer critical and sensitive areas
Runway
threshold
Glideslope 250m
antenna
Glideslope
Glideslope
30m critical area
sensitive area
Taxiway
D - Airfield requirements p. 44
Runway
2.1m
Taxiway
3m
Figure D11: CAT II /III holding position markings Figure D13: Taxiway markings for CAT II/ III operations
Figure D13: Touchdown zone markings for runway with a length of 2400m or more
D - Airfield requirements p. 45
Figure D15: Stop bar closed Figure D16: Stop bar opened
D - Airfield requirements p. 46
D - Airfield requirements p. 47
D - Airfield requirements p. 48
The maintenance services must ensure that, during any period of Category II or III operations, all approach and runway
lights are serviceable, and that in any event at least 95% of the lights are serviceable except for runway end lights (75%),
approach lights beyond 450m (85%) and TDZ lights (90%). In addition two adjacent lights should not remain unservice-
able except for lights in a barrette or a crossbar.
D - Airfield requirements p. 49
Figure D21: Basic Approach Light System (BALS) Figure D22: Full Approach Light System (FALS)
7. ATC Procedures
In low visibility conditions the increased operating risk due to the lack of visual control requires that the aerodrome op-
erator or Air traffic service provide specific Low Visibility Procedures (LVP). Those procedures are aimed at maintaining
a safe ground environment for aircraft and vehicles by reducing to a minimum level the risk of collision and infringement
of an active runway.
Each aerodrome authority develops its own procedures taking into account local conditions; however, the main issues
to address are:
The ATS or airport authority has to define the weather conditions at which low visibility procedures come into operation.
The delay to set up those procedures requires anticipating on weather downgrading: usually LVP are activated before
reaching the CAT II conditions (e.g. when RVR is lower than 600m or ceiling equal or lower than 200ft).
An operator shall verify that Low Visibility Procedures (LVP) have been established, and will be enforced, at aerodromes
where Low Visibility Operations are to be conducted.
Before commencing a Low Visibility Take-Off, a lower than Standard CAT I, an other than Standard CAT II, or a Category
II or III approach, the commander must ensure that appropriate Low Visibility Procedures are in operation.
There are a number of aerodromes which may support Low Visibility Take-Off although they are not approved for Cat-
egory II or III operations. In such case, low visibility procedures may be lightened. The simplest acceptable LVP may
consist in allowing only one aircraft at a time on the manoeuvering area and in restricting vehicle traffic to the absolute
minimum.
D - Airfield requirements p. 50
General principles
■ CAT II, other than Standard CAT II and CAT III approaches on ATR are ILS approaches for which decision
height (DH) is determined by means of a radio altimeter.
■ All CAT Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are performed with
the autopilot engaged.
– For CAT II approaches, the autopilot is disconnected at a height of 80ft and the landing is performed manually.
– For CAT IIIA, other than Standard CAT II and lower than Standard CAT I approaches the autopilot is discon-
nected at touchdown: The approach and landing are performed automatically, the aircraft is controlled manu-
ally during the roll-out.
■ Prior to conducting a Low Visibility Take-Off, CAT Il approach, CAT III approach, other than Standard CAT II or
lower than Standard CAT I approach, each crew member must be qualified for such operations and have com-
pleted an approved training and checking program (please refer to chapter F, Flight crew training and qualification).
■ CAT Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are conducted according
to a clearly defined task sharing. Basically the pilot flying is the one who acquires the visual references and
takes the decision to land or to carry out a go-around at DH. The Pilot Not Flying has the task of monitoring the
approach with permanent reference to the instruments and to make the appropriate call-outs.
2. Pre-flight procedures
In addition to normal flight preparation, the following planning and preparation must be performed when CAT Il, CAT III,
other than Standard CAT II and lower than Standard CAT I approaches are planned.
■ Aircraft status check: review the log book to confirm that no write-up during previous flights affects equip-
ment required for Low Visibility Operations. The required equipment list is given in the FCOM and in the AFM
and is duplicated in the operating manual (please refer to Paragraph C.3, Aircraft minimum equipment required).
The dispatch conditions of the MEL should be in accordance with this list.
■ Crew qualification: check that both Captain and First Officer are qualified and current to perform Low Visibility
Operations.
■ Weather information: In case of low visibility conditions at take-off or at the destination aerodrome, check that
the weather forecasts at the take-off alternate aerodrome and/or at the destination alternate aerodromes allow
complying with the operating regulation on planning minima.
■ NOTAMs review: make sure that at the destination visual aids (runway and approach lighting) and non-visual
aids (ILS, RVR equipment, stand-by power) still meet LVO requirements.
■ Fuel planning: assess the need to take extra fuel for possible approach delays.
The most hazardous situation comes from an unauthorized entry on to an operational runway. In restricted visibility or
at night this can happen without the ATC controller being immediately aware of the situation. On airports approved to
support Low Visibility Operations, active runways are clearly and unmistakably marked. The most common cause of
unauthorised runway incursion is a misunderstood clearance. The crew believes that it has been cleared to enter or
cross a runway and proceeds unless there is some obvious, immediate, danger.
Language difficulties, busy environment, confusing phraseology, congested radio frequencies, cockpit distractions,
time pressure, and similarity of call signs are all factors which may result in a misinterpretation of what has been said.
Conversely, a good understanding of the over-all situation (gained by monitoring the ground frequency), a systematic
request of clearance confirmation at the slightest doubt, a confirmation of clearance to enter a runway by visual signals
(e.g. stop bars if installed) are good means to reduce the risks associated to a misunderstood clearance.
■ Always use taxi light to visually indicate movement. (When entering any active runway ensure all exterior lights
are illuminated).
■ Read back all clearances: If any crewmember is in doubt regarding the clearance, stop the airplane and verify
taxi routing against the written clearance or with ATC.
■ In case of malfunction or if a problem occurs during taxi, stop the aircraft, set parking brake, and inform ATC
before performing any action.
■ If and when the crew feels lost or has any doubt on their position, they must ask ATC for help.
Pilots can get confused at intersections if they do not see the signs indicating which taxiway they are crossing. The
problem lies in the fact that the signs are placed a fair distance before the intersection - an important feature which
allows the crew to anticipate -, and that they are not repeated as a confirmation of the intersection. In fact, at a given
intersection, the only visible signs may be those for the next intersection.
For a variety of reasons pilots may face a change of route during the taxi phase: taxiing to the gate is most difficult when
the route is changed in mid-stream. Once pilots get a mental picture of the route they need to take from the runway to
the gate, it is hard to replace it with another route. Such situation requires increased vigilance during taxi routing and
whilst in visual surveillance
The airport installation (runway lighting system, RVR measurement system ...) is the determining factor in establishing
the minimum acceptable values of RVR allowing a take-off based exclusively on visual reference.
These minimum RVR values, defined as take-off minima, vary according to the applicable operational regulation. As
an example, the following Paragraph E.4.2 presents the rules applicable for operators subject to European regulation.
In addition to the conditions prescribed by regulation for LVTO, the operator may edit specific instructions such as:
– The Captain is the Pilot flying
– Rolling take-offs are prohibited
– When possible, the full length of the runway is used….
In low visibility conditions it is usually not possible to come back and land at the aerodrome of departure. Consequently,
a suitable take-off alternate aerodrome has to be selected, according to the applicable operational regulation.
Conversion of reported meteorological visibility into RVR (please refer to Paragraph B.3.5, Conversion of reported mete-
orological visibility to RVR) is not permitted at take-off.
Take-offs with RVR less than 400m are considered by EU-OPS as LVTO and are split into two categories:
LVTO with RVR lower than 150m but not lower than 125m
Take-offs in this range of RVR are subject to an operational approval by the Authority. Both flight crew members must
be qualified for such operations and have completed training in a flight simulator (please refer to Chapter F, Flight crew
training and qualification). The following conditions must also be met:
– 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 take-off run,
– The 125m RVR value has been achieved for all of the relevant RVR reporting points (no exemption for the initial
part of the take off run).
NOTE: The obscured segment for an ATR aircraft on ground is only 8 meters. Consequently, with 125m RVR, the condition on a 90m visual
segment should not be a limiting condition.
■ for take-off with RVR=125m check that the additional conditions are satisfied (Operator approval, crew qualifi-
cation, runway lights spacing, visual segment, RVR for all relevant reporting points),
■ apply standard take-off procedures and task sharing, except if airline policy introduces specific requests.
5. Approach preparation
The following actions have to be performed preferably before the start of descent and in any case before the beginning
of the approach phase.
A weather analysis allows the crew to determine if present conditions require a low visibility approach and if the wind
is compatible with the CAT II/III wind limitation (please refer to Paragraphs B.2.2, The effect of wind and turbulences and
C.1.4, AFM content).
The weather at the selected alternate aerodrome should also be collected. It must be checked that weather condi-
tions at the destination or at the alternate aerodrome will be, at the expected time of arrival, above the operating
minima. If weather conditions at destination are below the operating minima, the flight can be continued towards
the destination (but not beyond the approach ban point) as long as conditions at the alternate are above the landing
minima.
If a CAT Il, CAT III, other than Standard CAT II or lower than Standard CAT I approach is likely, it must be check that
LVPs are reported active.
If any ground equipment is reported unserviceable, the effect on the minima must be determined (please refer to Para-
graph E.8, Effects of failure of ground equipments).
5.4. DH setting
In addition to the standard setting performed prior to any ILS approach (speeds bugs, TQ bugs, Markers volume), for
a CAT II, other than Standard CAT II or CATIII approach, the DH of the procedure must be set and cross-checked.
A radio altimeter test is recommended.
CAT III, other than Standard CAT II and lower than Standard CAT I approaches are conducted in automatic mode, with
the speed hold function engaged all the way to touchdown. The roll-out is performed manually.
The DH recognition is made in reference to the height measured by radio-altimeter and all height call-outs are based on
the radio altimeter. The approach may be continued below DH provided that the required visual reference is established
at the DH.
Flight crew members’ duties during approach, flare, roll-out and missed approach are to be clearly delineated in the
Operations Manual. Special attention should be paid to the allocation of flight crew duties so as to ensure that the
workload of the pilot making the decision to land or to execute a missed approach enables the pilot to concentrate on
supervision and on the decision-making process.
The task sharing proposed in Paragraph E.6.3 here below is one example of how to conduct a low visibility approach. It
can be adapted by operators to be consistent with their own standard procedures; nevertheless, the AFM procedures
must always be observed.
The touchdown zone RVR is always controlled. If reported and relevant, the mid-point and the stop-end point
are also controlled: the minimum RVR value for mid-point is 125m and 75m for the stop-end point.
Relevant means: part of the runway used during the high speed phase of the landing down to a speed of ap-
proximately 60kts.This has to be appreciated taking into account the conditions of the day. Nevertheless, most
of the time, given the ATRs’ landing distance (usually short), only TDZ RVR needs to be controlled.
The workload is distributed in such a way that PF primary tasks are supervising and decision making, and the PNF
primary task is the monitoring of automatic systems.
CM1 - PF
■ is head down during approach,
■ monitors A/C position, flight path parameters and AP,
■ controls the speed,
■ has hands on controls and power levers throughout the approach,
■ selects modes and announces changes,
■ requests checklists, flaps setting and gear extension,
■ is head up approaching DH to search visual references,
■ at DH, announces the decision to land or to go around,
■ in CAT II: takes manual control at 80 ft and performs a manual landing,
■ in CAT III, monitors flare and de-crab, at touchdown disconnects auto pilot, retards power levers and takes
manual control for the roll-out.
CM2 - PNF
■ is head down to monitor flight instruments throughout approach, go-around or landing until rollout completion,
■ takes charge of radio communications,
■ carries out actions requested by CM1 (flaps setting, gear extension, AFCS (or FGCS) selection),
■ calls any deviation or failure warning,
■ monitors auto call-out or calls out radio heights including “100 above”,
■ at DH, if decision is not announced by CM1, calls out “DECISION”- If no response from CM1, initiates a go-
around.
(1)
Stabilised means: – On the final approach segment flight path
– In landing configuration at Vapp speed
– Final checklist completed
(2)
On aircraft fitted with MOD 0069, AP can be disconnected between 80ft and 50ft (50ft is the minimum height
certified for use of autopilot in approach mode)
– IAF: if the pilot flying on the flight leg is CM2, then CM1 should become PF not farther than IAF.
– OM or equivalent position but not lower than 1000ft: it is the approach ban point. This point is also used to
confirm glide slope and to check stabilisation.
– 800ft RA: LOC and GS must be fully captured (no *) and dual coupling confirmed – this point is also a key point
in failure management logic: below 800ft RA any failure should conduct to a go-around (Please refer to Paragraph
E.7, Abnormal procedures).
Figure E7: Visual segment approaching CAT II minima Figure E8: Visual segment at 80 ft
In CAT II conditions, the visual cues must be sufficient to enable the pilots to judge the aircraft’s orientation to the run-
way and to perform a manual landing.
In CAT III, visual cues must allow the pilot to decide if the aircraft will land in the touch down zone.
In order to establish lateral position and cross track velocity most pilots need not less than a 3 lights segment of the
centreline of the approach light, or runway centre line or runway edge lines.
For roll guidance, most pilots need to see a lateral element of the ground pattern (e.g an approach lighting cross bar,
the landing threshold, or a barrette of the TDZ). To make an accurate adjustment to the flight path in the vertical plane,
such as a flare, most pilots need to see a point on the ground which has a low or a zero rate of apparent movement
relative to the aircraft.
On the basis of those findings, the European regulation states that a pilot may not continue an approach below DH
unless visual references in accordance with the table hereunder are obtained and maintained.
Use of landing lights at night in low visibility conditions can be detrimental to the acquisition of visual references. Re-
flected lights from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be
used in Category II/III weather conditions.
If the RVR is at the minimum value of the approach category (300m for CAT II, 200m for CAT IIIA) the visual segment at
the decision height should be as shown on the drawings below:
Zone
obscured
by fog
Visual
segment
Zone
obscured
by aircraft
nose
Figure E9: Visual references at 100ft with 300m RVR Figure E10: Visual references at 50ft with 200m RVR
7. Abnormal procedures
7.1. General
There are three possible responses to the failure of any system, instrument or element during a low visibility approach.
– Continue the approach to the planned minima,
– Continue the approach to higher minima and proceed to a new DH or DA,
– Go-around, reassess the capability and consider a new approach or a diversion.
The nature of the failure and the point of its occurrence will determine which response is appropriate.
■ If associated actions, checklist and assessment are not completed before reaching 800ft RA or if failure oc-
curs below 800ft RA
– A go-around is performed, the aircraft capability is reassessed and according to the weather conditions, the
flight crew decides to perform a new approach or to divert.
It has been considered that below 800ft, not enough time is available for the crew to perform the necessary switching,
to check system configuration and limitations and brief for minima.
Nevertheless if visual references are obtained at the time of failure’s occurrence the Captain may decide to continue the
approach considering the aircraft position and the kind of failure.
The operator policy may also decide to make some exemption to this general rule for some very specific events (engine
fire, smoke in the cabin…) where it may be considered preferable (Captain decision) to continue the approach.
Go-around
Go-around
The failure occurs
between 800ft RA
and DH
DH
The failure occurs below DH ➔ Captain decision to land or to go-around
according to the type of failure, the visual
references and the aircraft position
Comments
■ ATR aircraft are not certificated for CAT II approaches with one engine out; nevertheless in conditions equal or
better than CAT I, a single engine approach can be performed with the autopilot engaged.
■ The STBY horizon must be operative during a CAT II approach because in case of:
– CAT II INVALID message,
– excess deviation (please refer to Paragraph E.7.5, Maximum ILS deviation allowed),
– AFCS failure,
– EFIS COMP,
a Go-around must be performed by using the STBY horizon with an initial missed approach pitch of 10°.
■ RA Failure: If the radio altimeter fails, amber dashes replace the digital display, and the rising runway (if dis-
played) is removed.
■ The ADU must be operative for the display on it of CAT II capability and “CAT II INVALID” messages.
DEVIATION CALLs
IAS: +10 Kts / –5 Kts speed
Bank angle >10° bank
Pitch attitude: ± 4° pitch
On classic instruments ATR, if excessive deviation is detected, the associated scale and pointer turn amber and flash
and the message EXCESS DEV is displayed on the ADU. If installed, the Guidance warning light located in the primary
field of view of the pilot is also triggered.
If this warning occurs during a CAT Il, CAT III, other than Standard CAT II or lower than Standard CAT I approach, the
PNF announces “Deviation” or “Guidance” and the PF initiates a go-around except provided that visual references are
sufficient.
Nevertheless and depending on the operational regulation applied, it may be accepted that a simple or partial failure
does not prevent a low visibility approach or merely leads to increased minima.
As an example, the table here below shows the effect of failure of ground equipment for operators applying the Euro-
pean regulation:
This table is intended for use both pre-flight and in-flight. It is not expected however that the commander would consult
such instructions after passing the outer marker or equivalent position. If failures of ground aids are announced at such
a late stage, the approach could be continued at the commander’s discretion. If however failures are announced before
such a late stage in the approach, their effect on the approach should be considered as described in the table, and the
approach may have to be abandoned to allow this to happen.
Flight crew members are expected to have a comprehensive level of knowledge with respect to each of the ground
training subjects. During the simulator training pilots are expected to perform the relevant procedures or applicable
manoeuvers and must demonstrate having the skill to perform their assigned duties.
The training program must be related to the aeroplane type, to the particular airborne system and to the operating pro-
cedures adopted by the operator. Operational regulation establishes the minimum content of those training program.
ICAO, FAA and EASA regulations are quite similar.
Training and qualification program provided in the following paragraph is based on EASA requirements. Each flight crew
member must have successfully completed this training and qualification program prior to conducting:
– Low visibility take-offs in less than 150m RVR
– Lower than Standard Category I approaches
– Other than Standard Category II approaches
– CAT II and CAT III approaches
2. Ground training
It is the operator’s duty to establish a ground course to ensure flight crew understands the specific environment of
Low Visibility Operations and that they have a good knowledge of characteristics and limitations of both ground and
airborne equipment.
The European regulation requests that at least the following items be covered (cf. Appendix 1 to EU-OPS 1.450 (b)).
Flight crew members with previous CAT II or CAT III experience with the operator or with another European opera-
tor may undertake an abbreviated ground training course.
EASA requirements are detailed in Appendix 1 to EU-OPS 1.450 (c & f). The main outlines of this document are ex-
plained here below:
Training must be divided into phases covering normal operations with no aeroplane or equipment failure but including
all weather conditions which may be encountered and detailed scenarios of aeroplane and equipment failures which
could affect Category II or III operations.
The initial simulator training program for Low Visibility Operations must include the following items (1 to 7) and the fol-
lowing exercises (8 to 19):
– another European Community Operator through a similar type of operation (auto coupled/auto-land or Category
II with manual land) on the same type and variant of aeroplane
or
– the operator but on a different type or variant of aeroplane.
The abbreviated flight simulator course consists of a minimum of six approaches and/or landings in a flight simulator.
With the approval of the Authority the operator may reduce this number of approaches/landings.
More details on conditions allowing abbreviating the flight simulator course are given in Appendix 1 to EU-OPS 1.450
(a&d).
4. Line training
Once the simulator training and checking program has been completed, each flight crew member undergoes the fol-
lowing line flying under supervision (LIFUS) before initiating Category II or III approaches: (cf. Appendix 1 to EU-OPS
1.450 d (4))
■ For Category II when a manual landing is required, a minimum of three landings from autopilot disconnect;
except that only one manual landing is required when the flight simulator training required has been carried out
in a flight simulator qualified for zero flight time (ZFT) conversion.
EASA requirements concerning flight experience can be summed up as follows: (cf. Appendix 1 to EU-OPS 1.450 (e))
Before commencing Category II or III operations, the following additional requirements are applicable to com-
manders, or pilots to whom conduct of the flight may be delegated, and who are new to the aeroplane type:
– 50 hours or 20 sectors on the type, including line flying under supervision; and
– 100 m must be added to the applicable Category II or Category III RVR minima until a total of 100 hours or
40 sectors, including LIFUS has been achieved on the type.
Those requirements may be reduced for flight crew members who have previously been qualified for Category II/
III operations with a Community operator or who have CAT II/III command experience. See details in Appendix 1
to EU-OPS 1.450 (e).
Under European regulation (cf. Appendix 1 to EU-OPS 1.450 (g)), the required number of approaches to be under-
taken in the flight simulator within the validity period of the operators proficiency check (6 month) is to be a minimum
of two:
– one must be a landing at the lowest approved RVR;
– one may be substituted by an approach and landing in the aeroplane using approved Category II and III
procedures.
In addition, during the conduct of the operators proficiency check, one missed approach must be flown.
If the operator is authorised to conduct take-off with RVR less than 150 m, at least one LVTO to the lowest applicable
minima shall be flown during the conduct of the operators proficiency check.
Recency for LTVO and Category II/III based upon automatic approaches and/or auto-lands is maintained by recurrent
training and checking, as prescribed in this paragraph.
Qualification to CAT
II/III approaches with QUALIFICATION FOR CAT II/III
RVR minima +100ft APPROACHES to the lowest minima
G - Operator’s duties p. 77
It’s the operator’s responsibility to establish aerodrome operating minima for each aerodrome to be used in operations.
In determining the values of operating minima, the operator must take into account. (cf. ICAO Annex 6 § 4.2.7.2)
For low visibility approach, operating minima are expressed as an RVR associated to a DH.
DH is the minimum height in an approach by which a missed approach must be initiated if the required visual
reference to continue the approach has not been established. DH value is established taking into account:
– the characteristics of the aeroplane and its equipment (i.e. minimum DH specified in the AFM),
– obstacles in the approach and missed approach area (i.e. obstacle clearance height)
– the performance of the approach aid (ILS),
– the category of operations.
The RVR associated to a Decision Height is intended to provide a high probability that the required visual refer-
ences will be available at that decision height.
The RVR is established taking into account:
– the DH value: As a general rule, the higher the aeroplane is at DH, the greater will the RVR required be (please
refer to Paragraph B.3.3, RVR use)
– the lighting system characteristics,
– the tasks the pilot is required to carry out at and below DA/H in order to complete the landing (manual landing
or monitoring of an autoland).
Nevertheless, aerodrome minima established in that way by the operator must not be lower than:
– minima that may be established by the State in which the aerodrome is located,
– DH and RVR minimum values imposed by the operator’s authority through a specific authorisation, or more
generally through the applicable operational regulation.
NOTE: Minima on their own have no intrinsic meaning; they only have significance in conjunction with a set of operating policies,
procedures and pilot training program. For this reason, the imposition of specific operating minima by the State of the Aerodrome
on operators from another State can lead to inconsistencies or be counter-productive.
For example, a European operator who has implemented low visibility operational procedures and a pilot training pro-
gram, as described in Chapter E and F, can use the minimum DH and RVR required by EASA regulation, except if the
State of the aerodrome where operations take place has published higher minima.
G - Operator’s duties p. 78
The take-off minima established by an operator must be expressed as RVR/Visibility values not lower than:
(1)
The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot
assessment.
(2)
For night operations at least runway edge and runway end lights are required.
(3)
The required RVR value must be achieved for all of the relevant RVR reporting points with the exception
cited (1) above.
Subject to approval from the relevant Authority, and provided additional conditions are satisfied, the take-off minima
may be reduced to 125 m (please refer to Paragraph E.4.2, Low Visibility Take-Off under European regulation (EU-OPS)).
■ The Decision Height for CAT II operations must not be lower than:
– the minimum decision height specified in the AFM (100ft for all ATR series); or
– the minimum decision height to which the precision approach aid can be used without the required visual
reference; or
– the Obstacle Clearance Height (OCH- see paragraph D4) for the category of aeroplane; or
– the Decision Height to which the flight crew is authorised to operate; or
– 100ft (30m).
NOTE: CAT II approaches are “auto-coupled” approaches to below DH. The automatic flight control system must be used down to a height
which is not greater than 80% of the applicable DH. Thus airworthiness requirements may, through minimum engagement height for the
automatic flight control system, affect the DH to be applied. For ATR aircraft, as the minimum height for the use of autopilot in approach
mode is 80 ft (50ft for Aircraft with Mod 0069), there is no limitation for the use of a DH equals to 100ft.
■ The Decision Height for CAT III operations must not be lower than:
– the minimum decision height specified in the AFM, (50ft for ATR -600); or
– the minimum height to which the precision approach aid can be used without the required visual reference; or
– the decision height to which the flight crew is authorised to operate.
■ The minimum RVR required for CAT IIIA approaches with a DH less than 100ft is 200m.
G - Operator’s duties p. 79
■ The Decision Height for lower than Standard CAT I operations must not be lower than:
– the minimum decision height specified in the AFM, if stated;
– the minimum height to which the precision approach aid can be used without the required visual reference; or
– the OCH for the category of aeroplane; or
– the decision height to which the flight crew is authorised to operate; or
– 200 ft.
■ The required RVR depends on the DH value as follows:
The visual aids required to conduct lower than Standard Category I Operations comprise:
The visual aids required to conduct other than Standard Category II Operations comprise:
– standard runway day markings and
– runway lighting (runway edge lights, threshold lights, runway end lights).
– approach lighting ( for FALS, IALS, BALS and NALS definitions, please refer to Paragraph D.6.3) and
– centre line lights for operations in RVR of 400 m or less.
G - Operator’s duties p. 80
Concerning Low Visibility Operations, Jeppesen documentation can also be used for Low Visibility Take-Off (please
refer to Paragraph E.4.2) and for CAT II approaches (see figure 56 here below). Concerning lower than Standard CAT I,
other than Standard CAT II and CAT III approaches, Jeppesen does not publish any operating minima. It is the operator
responsibility to publish minima for these operations.
The implementation of Low Visibility Operations will generally affect different parts of the Operations manual, depending
on the general structure of the document.
■ The general/basic part which contains non type-related operational policies should include a chapter concern-
ing Low Visibility Operations: this chapter should address the following matters:
– definition of Low Visibility Operations
(please refer to Paragraph A.5, Definitions),
– regulatory framework
(please refer to Paragraph A.4, Relevant regulations),
– general conditions on aircraft, crew and ground equipment
(please refer to Paragraph A.3, Low visibility operations (LVO) concept),
– rules for the determination and use of operating minima
(please refer to Paragraph G.1, Determination of operating minima),
– rules for the commencement and continuation of approach
(please refer to Paragraph E.6.2, Approach ban / RVR controlling),
– use of weather report and RVR controlling
(please refer to Paragraphs B.4, Weather Documentation and E.6.2, Approach ban / RVR controlling),
– minimum visual references
(please refer to Paragraph E.6.4, Normal procedures on classic instruments ATR for CAT II approaches),
– effects of ground equipment failure
(please refer to Paragraph E.8, Effects of ground equipment failure).
■ The section on the Aeroplane operating matters comprises all type-related instructions and procedures. It
should contain aircraft limitations plus detailed operating procedures which must include the description of flight
crew member duties during take-offs, approaches, flares, roll-outs and missed approaches. Special attention
must be paid to task sharing in conjunction with the workload of each crew member. Particular emphasis must
be placed on flight crew responsibilities during transition from non-visual conditions to visual conditions, and
on the procedures to be used in deteriorating visibility conditions or when failures occur. The given instruc-
tions depend on which airborne equipment is used and on which flight deck procedures are being followed
(please refer to Chapter E, Flight crew operating procedures).
G - Operator’s duties p. 81
For European operators, Appendix 1 to EU-OPS 1.455 (b) lists the different items to be covered by the operations
manual:
(i) checks for the satisfactory functioning of the aeroplane equipment, both before departure and in flight
(please refer to § C3, E2, E5)
(ii) effect on minima caused by changes in the status of the ground installations and airborne equipment
(please refer to § C3, C.4, E8)
(iii) procedures for the take-off, approach, flare, landing, roll-out and missed approach
(please refer to § E3, E4, E5, E6)
(iv) procedures to be followed in the event of failures, warnings and other non-normal situations
(please refer to § E7)
(v) the minimum visual reference required
(please refer to § E.6.4);
(vi) the importance of correct seating and eye position
(please refer to § E.5.7);
(vii) action which may be necessary arising from a deterioration of the visual reference
(please refer to § E.6.5);
(viii) allocation of crew duties in the carrying out of the procedures according to subparagraphs (i) to (iv) and
(vi) above, to allow the Commander to devote himself/herself mainly to supervision and decision making
(please refer to § E.6.3);
(ix) the requirement for all height calls below 200 ft to be based on the radio altimeter and for one pilot to
continue to monitor the aeroplane instruments until the landing is completed
(please refer to § E.6.1);
(x) the requirement for the Localizer Sensitive Area to be protected
(please refer to § D.5.4 & E.5.1);
(xi) the use of information relating to wind velocity, wind shear, turbulence, runway contamination and use of
multiple RVR assessments
(please refer to § B.2, B.3, B.4, E.5.1, E.6.2);
(xii) procedures to be used for:
(A) lower than Standard Category I;
(B) other than Standard Category II;
(C) practice approaches and landing on runways at which the full Category II or Category III aerodrome
procedures are not in force
(please refer to § E.6);
(xiii) operating limitations resulting from airworthiness certification and
(please refer to § C.1, C.2)
(xiv) information on the maximum deviation allowed from the ILS glide path and/or localizer
(please refer to § E.7.5).
3. Operational demonstration
3.1. General
Operational regulation (cf. AC 120-29A / AC 120-28D §10.5 and Appendix 1 to EU-OPS 1.440) compel operators to carry
out an operational demonstration before being authorised to perform CAT II/III approaches.
The aircraft system suitability is demonstrated through the initial airworthiness demonstration. The aim of the opera-
tional demonstration is not to repeat the flight test program performed for the CAT II/III airworthiness approval. It is to
determine or validate the use and effectiveness of the aircraft flight guidance systems, training, flight crew procedures,
maintenance program, and manuals applicable to the program being approved.
G - Operator’s duties p. 82
If the number of unsuccessful approaches exceeds 5% of the total (e.g. unsatisfactory landings, system disconnects)
the evaluation program must be extended in steps of at least 10 approaches and landings until the overall failure rate
does not exceed 5%. Unsatisfactory approaches and/or automatic landings shall be documented and analysed. The
resulting data and a summary of the demonstration data should be made available to the operational Authority.
G - Operator’s duties p. 83
G - Operator’s duties p. 84
The reporting of satisfactory and unsatisfactory Category II/III aircraft performance is a tool to detect any decrease in
the level of safety before it becomes hazardous. Flight crew reports may be used to achieve this.
If the analysis of those reports shows that conditions exist which could adversely affect safe Low Visibility Operations,
the operator is expected to take appropriate corrective actions. Examples of appropriate corrective action could be an
adjustment of Category II/III programs, procedures, training, modification to aircraft, restriction of minima, limitations on
winds, restriction of NAVAID facility use, adjustment of payload, service bulletin incorporation, or other such measures
necessary to ensure safe operation.
Reported data and their analysis must be retained for a period of 12 months. It must include at least: (cf. Appendix 1 to
EU-OPS 1.440(e))
■ the total number of approaches, by aeroplane type, where the airborne Category II or III equipment was utilized
to make satisfactory, actual or practice, approaches to the applicable Category II or III minima; and
■ reports of unsatisfactory approaches and/or automatic landings, by aerodrome and aeroplane registration, in
the following categories:
– airborne equipment faults;
– ground facility difficulties;
– missed approaches because of ATC instructions; or
– other reasons.
Such system for recording approach and/or automatic landing success and failure is requested by European regulation
for Category II, other than Standard Category II, and Category III operations.
Under European regulation, an operator cannot perform the following Low Visibility Operations unless approved by the
Authority:
– Low Visibility Take-Offs in less than 150m RVR;
– Lower than Standard Category I approaches;
– Other than Standard Category II approaches;
– CAT II and CAT III approaches.
For instance, under EASA regulation, an operator must have gained a minimum experience of 6 months of Category I
operations on the aeroplane type before being authorised to perform CAT II or CAT III approaches. Nevertheless an
operator with previous CAT II/III experience (on another aeroplane type) may obtain authorisation for a reduced transi-
tion period.
G - Operator’s duties p. 85
■ Aerodromes
List of aerodromes (if requested by the Authority) where the operator intends to perform Low Visibility Opera-
tions and demonstration that those aerodromes are eligible to such operations.
(please refer to Paragraph G.4, Eligible aerodromes and runways)
■ Operational demonstration
Presentation of the operational demonstration that the operator intends to perform including the data collection
and analysis process.
(please refer to Paragraph G.3, Operational demonstration)
■ Continuous monitoring
Description of procedures set up by the operator to monitor LVO performances after having obtained the initial
authorisation.
(please refer to Paragraph G.5, Continuous monitoring)
G - Operator’s duties p. 86
G - Operator’s duties p. 87
Abbreviations p. 88
Yours faithfully,