RUNWAY VISUAL RANGE (RVR) AND PRESENTATION & APPLICATION OF AERODROME & EN-ROUTE OPERATING MINIMA

Runway Visual Range (RVR)

Relevant Runway Visual Range

Take-off: RVR for that part of the runway used to accelerate to V1 followed by a rejected take-off and deceleration down to a speed of approximately 60 knots. Landing: RVR for that part of the runway used during the high speed phase of the landing run down to a speed of approximately 60 knots.

Controlling RVR – Approach

The touchdown RVR is always controlling for any instrument approach. If reported and relevant, the mid-point and stop-end RVR are also controlling. A summary of lowest minima, as used in The Company, is given below:

Notes: N/R – Not Required.

Only relevant mid-point and stop-end RVR need to be accounted for. If mid-point RVR is reported and relevant it shall indicate not less than 75 m; 125 m if roll guidance is U/S or when conducting manual roll-out.

Converted Meteorological Visibility (CMV)

AOM are depicted on aeronautical charts (OM Part C) using RVR. If RVR reports are not available, and only meteorological visibility is reported, then for straight in instrument approaches only, the reported meteorological visibility may be converted to RVR according to the table below. The converted meteorological visibility (CMV) may then be compared with the charted RVR values to determine whether the approach may be commenced or continued.

The table above shall not be used:
• When calculating take-off minima;
• For CAT II and CAT III low visibility procedures;
• Whenever a reported RVR is available;
• When a visibility minimum is published for the approach;
• When reported visibility is less than 800 metres.

Effect of Failed or Downgraded Ground Equipment

Notes: 1 Touchdown RVR assessment system may be temporarily replaced with midpoint RVR if approved by the state of aerodrome.
- Multiple failures of RWY lights other than indicated in the table are not acceptable;
- Deficiencies of approach and RWY lights are treated separately;
- Cat II operations: a combination of deficiencies in runway lights and RVR assessment equipment is not allowed;
- Failures other than ILS affect RVR only and not DH.

Approach Lights Systems

En-Route Operating Minima for VFR Flights or VFR portions of an IFR Flight

VFR flights are generally not allowed except when authorised by the Flight Operations Manager.

When authorised, VFR flights shall be conducted in accordance with the Visual Flight Rules and in accordance with the table below (applicable for pre-flight planning and inflight IFR cancellation).

Presentation & Application of Aerodrome & En-Route Operating Minima

Operating minima as presented in the OM Part C shall be used unless otherwise stated or specified for a particular flight, aerodrome, runway or type of operation.

Presentation

Jeppesen is provider of aeronautical (navigation) charts for The Company.

Minima to be used are the highest of:
• Minima depicted on the aeronautical charts;
• State minima;
• Company minima.

For precision approaches, minima are listed in terms of DA and RVR. For non-precision approaches, minima are usually listed in terms of MDA and RVR (or Visibility). For circling approaches, the MDA will be shown together with a minimum Visibility.

The following philosophy and descent limits apply for different types of instrument approach:

1) Decision Altitude (DA) for:
• Precision Category I Approach;
• Non-Precision Approach (LNAV, LOC, NDB, VOR) flown as a continuous descent approach (using CDFA technique). Where DA is published on the approach chart it shall be used as minima.

Where MDA(H) is published on the approach chart, 50 feet is to be added to the published minima and new value is to be treated exactly as the DA during a precision approach i.e. if the specified visual references are not achieved then a go-around is to be initiated;

2) Decision Height (DH) for Precision Category II Approach;

3) Minimum Descent Altitude (MDA) for Circling Approach;

4) DA or MDA increased by OCA (H); where OCA is increased above published DA or MDA, for example by NOTAM, the new OCA will become the revised DA or MDA.

Application

A Commander is not permitted to operate to minima which are lower than those published in OM Part C (on aeronautical charts), calculated in accordance with Chapter 8.1.3 of this manual, or notified by the state which controls the aerodrome in question. A Commander may nevertheless elect to operate to higher minima than those established by any of these means if he considers that under the circumstances of the flight to do otherwise might compromise the safety of his aeroplane or the passengers. Once the flight has started, the Commander must be prepared to amend the intended minima for any aerodrome he is scheduled to use, in order to take account of any change in status of the relevant approach aids which occurs during the flight.

The pilots shall increase published minima to account for:
• Failed or downgraded ground equipment (refer to Chapter 8.1.3.12 Effect of Failed or Downgraded Ground Equipment);
• Any limitations in accordance with the MEL;
• In-flight aeroplane systems failures;
• Crew qualification;
• Information provided by NOTAM or AIP Supplement.

Altitude Correction

Pressure altimeters are calibrated to indicate true altitude under ISA conditions. In case where the temperature is higher than ISA the true altitude will be higher than the figure indicated by the altimeter and the true altitude will be lower when the temperature is lower than ISA. The altimeter error may be significant under conditions of extremely low temperatures.

Refer to OM Part A, Chapter 8.1.1.5 for details on increasing minima.

Interpretation of Meteorological Information

All flight crews are required to develop and maintain a sound working knowledge of the system used for reporting aerodrome actual and forecast weather conditions and for the associated codes. The information provided in the relevant parts of OM Part C (Jeppesen General Part) highlights the different weather reports and their interpretation.