AWOPS

AWOPS
AWOPS APPROVAL

Air Arabia aircraft are approved

by the GCAA to conduct
AWOPS operations and this
approval is shown in the OPS
SPEC of the AOC

AWO consists in operating an

aircraft in low visibility
conditions.

•Low Visibility Taxi (LVT)

•Low Visibility Take-off (LVTO)
•Lower than Standard Cat I
(LTS)
•Other than Std CATII (OTS)
•CAT II
•CATIII A
•CAT III B
(Reference OM”A” 8.4)

What is AWOPS?

A L L W E AT H E R O P E R AT I O N S

In weather conditions for Takeoff that are below Takeoff minima (400 m)
Landing below than CAT 1 Approach minima

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

FOR TRAINING PURPOSES ONLY


Disclaimer:

The information contained in this document is to be used strictly for
educational purposes only and it is not intended to replace company
documents.

Every effort has been made to ensure accuracy and currency of this
document.The reader will assume all risks of verification of all materials being
used.For the latest & correct information the reader must refer to relevant
company documents. FOR TRAINING PURPOSES ONLY

Revision: document revised

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

DEFINITIONS
The terms specific to AWOPS are defined below

1) Decision Height 2) Alert Height :

Decision Height (DH) is a specified The Alert Height (AH) is as a specified

Height in the precision approach at radio altitude height above touch down,
which a missed approach must be above which a CAT III approach would
initiated if the required visual reference be discontinued and a missed
approach executed, if a failure occurred
to continue the approach has not been
in either the aircraft systems or in the
established. relevant ground equipment.
At DH : The AH is evaluated during aircraft
If the visual references have not been certification; it is set to 100 feet for A320
established, a go-around must be aircraft. If a failure occurred :
executed. Above AH, the approach must be
 If the visual references have been discontinued and a go-around
established, the approach can be executed.
continued. However, the Commander
Below AH, the approach will be
may always decide to execute a “Go-
continued using the remaining
around” if sudden degradations in the
automatic system, except if AUTO
visual references or a sudden flight
LAND warning triggered, auto land must
path deviation occur.
be discontinued

3) All Weather Ops Requirements

Air Arabia is authorised by the GCAA to conduct operations under Low Visibility conditions and
this authorisation is shown in the OPS SPEC of the AOC.

When conducting operations under Low Visibility conditions, Air Arabia shall :

• a)  ensure that an aerodrome of intended use is CAT II or III approved by the State in which the
aerodrome is located;

• b)  verify that Low Visibility Procedures (LVP) have been established and will be enforced, at
those aerodrome where Low Visibility Operations are to be conducted; and

• c)  ensure that the flight crew members are qualified to conduct such operations.

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

4) Fail Passive Automatic Landing System: 9) Approach Ban

An automatic landing system is fail-passive if, in
the event of a failure, there is no significant out- If the reported RVR / VIS is less than the
of- trim condition or deviation of flight path or applicable minimum the approach shall not
attitude but the landing is not completed be continued :
automatically. For a fail-passive automatic –  Below 1000ft above the aerodrome, or
landing system the pilot assumes control of the
aircraft after a failure. –  Into the final approach segment in the
On A320, fail-passive capability is announced case where the DA/H or MDA/ is more
by the display of CAT 3 SINGLE on the PFD.
than 1000ft above the aerodrome.

If after passing 1000 feet above aerodrome,

the RVR fails below the applicable minimum,
the approach may be continued to the DA/H

5) Fail Operational Automatic Landing

System:
An automatic landing system is fail- 10) Takeoff Alternate
operational if, in the event of a failure below A take-off alternate shall be annotated on
alert height, the approach, the flare and
the OFP, either printed or otherwise
landing can be completed by the remaining
part of the automatic system. In the event of handwritten by the flight crew, if
failure, the automatic landing system will meteorological and/or performance
operate as a fail-passive system. considerations preclude return to the
On A320, fail operational capability is departure aerodrome i.e. weather conditions
announced by the display of CAT 3 DUAL do not fulfil applicable landing minima. This
on the PFD. take-off alternate shall be located within:

• Non-ETOPS flight : 60 minutes at one

engine inoperative cruising speed=380
nm

• ETOPS flight : The approved ETOPS

6) Low Visibility Procedures (LVP) diversion time of 90 minutes =570 nm
Procedures applied at an aerodrome for
safe operations during LTS CAT I, OTS CATII,
CAT II, CAT III approaches and Low Visibility
11) Minimum Equipment List MEL
Takeoff
The CAT II or CAT III capability of the aircraft
is available provided the equipment listed in
7) Low Visibility Takeoff: the QRH OPS.04 are operative.
If the aircraft is dispatched with equipment
A Takeoff where the RVR is less than 400 m inoperative, the MEL shall be consulted
which will preclude CAT II or CAT III
operations as appropriate.
8) Low Visibility Taxi:
Taxiing where the RVR is less than 400 m

LESLIE MANCHANDA / R.G JUL 2018

 THE ALL WEATHER OPERATIONS GUIDE

AWOPS
1.7 MEASUREMENT OF RUNWAY VISIBILITY AT AIRPORTS

1.7.1 Runway Visual Range (RVR)

12) RVR:
Permissible Low Visibility Operations are dependent upon the reported visibility for arrivals and for departures.
Where the visibility is less than 300 metres (m) it must be measured by a Transmissometer and reported as RVR.
Required RVR
Runway Visual Range1.7.2 (RVR) is the range over Approach Category
Measurement of Visibility Measuring Point
which the Commandera.of an aircraft on the
Visibility must be measured in the touchdown zone and the mid-point zone. If the mid- point is not
centerline of the runway can see the
available, runway
the stop-end zone is requiredLower
when thethan Standard
visibility TDZ
is more than 200 measurement
metres (m).
surface markings or the lights delineating the CAT I, Other than is required.
b. For RVRs of more than 200 m, two zones are required (touchdown & mid OR touchdown and end).
runway or identifying its centerline. Standard CAT II and
c. If any zone’s visibility is less than 200 m CAT
then a II
measurement is required in all zones.
For Lower than Standard CAT I, Other than
1.7.3 IITransmissometers
Standard CAT II, CAT and CAT III
operations, the RVR measurements
When an aircraft lands are
in less-than-ideal weather conditions, one of the most important factors is runway visibility.
The Runway Visual Range (RVR) system collects CATvisibility
III and background luminance data from the visibility
TDZ measurement
provided by a system of calibrated
sensors, and runway light setting data from a dedicated interface unit. It calculates the runway visual range on the
transmissometers and basis account for the
of this data. effects
Automatic RVR instruments (Transmissometers) have longisbeen required.
the established visibility
sensors for RVR measurement. The basic set includes a light transmitter and
of ambient backgroundtransmitter
light and the intensity However,
one or more TDZ can The
receivers.
projects a narrow beam of light towards the receiver, which measures the intensity of the beam. The
be replaced by the
of runway lights. attenuation of the light is easily calculated once the intensity of the transmitted light is known. This relatively
MID, if inoperative
straightforward method is a direct measurement of attenuation that provides very precise results in all weather
Transmissometers systems are strategically
conditions.
located to provide RVRState-of-the-art
measurements technology Transmissometers measure and present the RVR at airports with ‘All Weather
associated with three basic portions
Operations’ (AWOPS) of a
capability. The units are mounted at the side of the runway, at each end and mid-way,
giving an instantaneous electronic measurementCAT for ATC
IIIand hence Flight
without DH Crew use.
Only one RVR
runway :
The system collects data for the RVR computer in the meteorological station. measuring
This readingpoint onfurther
is then
–  The Touchdown Zone (TDZ);
distributed and shown on Digital Displays in the air traffic control tower. the runway.
–  The Mid-runway Portion (MID); and
The unique feature of the latest available systems is their extensive self-monitoring capabilities and refined optical
–  The Rollout Portion (RO) or stop
contamination end. The presence of light intensity measuring units, both at the transmitter and the
compensation.
receiver, make for highly accurate and reliable measurements and a significant reduction in the need for
maintenance and cleaning, compared with earlier generations of optical sensors.

TYPE TO ENTER TEXT

For training purpose only

G9 0970/ DXB-AUH A/C: A6ANA Page 1

Vaisala MITRAS 18 Transmissometer sensor mast and array
[ OFP ]
(Vaisala company Oyj, PO Box 26 00421 Helsinki, Finland)
--------------------------------------------------------------------
OFP: 2 ABY0970 2013 RELEASE 0732 2013 OPERATIONAL FLIGHT PLAN
DSPCHR: REHMAN A CRW+PAX....+....=....

FROM: DXB/OMDB UTC+2:00 TO: AUH/OMAA UTC+4:00 PAX: 0

A/C: A6ANA DOW: 42.2 (..+..) A320 CI15 PDEG: 1.0
RMKS:
For an AWOPS flight, additional information
FUEL TIME WC M011
is provided on the OFP
TAXI 200 0015 GND DIST 79 Dual sensor Transmissometers by Dual Technology
TRIP 806 0021 AIR DIST 83 RVR Sensor developed by All Weather, Inc.
RRSV MIN 200 0005 OMDB G/C DIST 63
ALTN 658 0017 OMAL AVGE FF 2292 Sacramento, CA 95834 USA)
FINL 1003 0030 TROP/TOC 464 Takeoff Alternate
(1165 is to
National Drive, be annotated
Sacramento CA 95834 on the
USA)
PLN FUEL 2867 0114
TEMP/TOC
TTL COSTS
P16
511 USD
OFP.
MIN FUEL 2867 0114
COST 4 USD PER 1000KG EXTRA

PLAND ACTUAL MAX

RAMP FUEL ..... 1 October 2010
PLD 10.0 ...... 20262 25 PART 2 – AIRPORTS & AOM
ARR FUEL ..... ZFW 52.2 ...... 62500
TTL B/O ..... TOW 54.9 ...... 77000
ENG B/O ..... LWT 54.1 ...... 66000
RTOW ...... 77200
STA .... ATA .... LDG .... T/O .... PIC/SIGN: TBN
STD ....
. ATD .... T/O .... TRIP 0021 PILOT: ...............
BLK .
0040 BLK .... FLT .... ETA ....
ETD ....
.
OMDB/12L N0287F080 MIADA4G MIADA OMAA/31L

CLEARANCE: .........................................................

T/O ALTN: NIL

LESLIE MANCHANDA
DST ALTN DIST FL / R.G
WC TIME FUEL TRK ROUTE JUL 2018
OMAL/01 0064 090 P004 0017 658 100 ADV DCT
OMDB/30L 0111 170 P001 0025 990 026 ADV M318 LUDER DCT SERSA DCT
 AWOPS

13) Slant Visual Range SVR

SVR is the range over which a pilot of an aircraft in the final stages of approach or landing can
see the markings or the lights as described in RVR definition.

RVR is not the same as Slant Visual Range SVR

A visual segment of not less than 90 metres will need to be in view at and below decision height
for pilot to be able to monitor an automatic system

v : visual segment (m)


h : pilot's eye height above ground level (m)

w: Cockpit cut-off angle (°) = Down vision angle (°) - pitch angle (°)

14) Effect of Failed or Downgraded Ground Equipment:

These instructions are intended for use both pre-flight and in-flight. It is not expected,
however, 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.

Conditions applicable to Effect of Failed or Downgraded Ground Equipment

• ILS standby transmitter Outer Marker
• Touch Down Zone RVR
• Multiple failures of runway lights are not acceptable.
• Deficiencies of approach and runway lights are treated separately.
• – CAT II or CAT III 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.

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

ILS PROTECTED AREA

ILS Critical area

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

ILS sensitive area


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

The ILS beam is also protected by longitudinal separation between aircraft on landing or
take-off.

Localizer sensitive area.

Glide path
critical area.

LESLIE MANCHANDA / R.G JUL 2018

 aircraft is properly positioned behind the holding position. Clearance to
near side of the runway centreline the rear of any holding aircraft cannot be guaranteed. When following
allowance for any loss of Runway a taxiway route, pilots and persons towing aircraft are expected to keep a
g the 'lead-on' lighting whilst lining good lookout, consistent with the prevailing visibility and are responsible
AWOPS
for taking all possible measures to avoid a collision with another aircraft or
a vehicle.
ovide safe clearance between theFigure 1.7 Taxiway Lighting
TAXIWAY LIGHTING
signed to accommodate and fixed
ds etc, provided that the pilot of the
e aircraft on the centreline and that
Taxi Holding Positions are normally APRON EDGE

tween an aircraft holding and any LIGHTING

aircraft, provided that the holding

the holding position. Clearance to CENTRELINE LIGHTING
ot be guaranteed. When following TAXIWAY EDGE

wing aircraft are expected to keep a LIGHTING

vailing visibility and are responsible

d a collision with another aircraft or
STOP BAR

GUARD LIGHTS

CAP 637 VisualCODED

COLOUR Aids Handbook
CENTRELINE
20
10.2 Stop Bars and Lead-on Lights HIGH SPEED EXIT
TAXIWAYS COLOUR
10.2.1 Lighted Stop Bars and Lead-on Lights are provided at those aerodromes authorised CODED
for low visibility operations. A Stop Bar consists of a row of lights spaced equally
across the taxiway normally at right angles to the centreline and showing red towards
an approaching aircraft when lit. Stop Bars are normally installed in association with
AP 637 green Lead-on Lights which form part of the taxiway centreline lighting Visualbeyond
Aids Handbook
the
Stop Bar. The Lead-on Lights are interlinked with the Stop Bar so that when the Stop
Bar is 'on' the green centreline beyond the Stop Bar is 'off' and vice versa, as shown
0.2 Stop Bars and 1.8.
in Figure Lead-on
In thisLights
way, the Stop Bar and associated Lead-on Lights act in the same
0.2.1 LightedisStop
lit. Stop bars are providedLights
Bars and Lead-on TAXIWAY LIGHTS
sense as traffic lights; therefore pilots must not taxi an aircraft across a Stop Bar that
are provided
at entrances at those
to runways, aerodromes
e.g. runway holding authorised
positions,
for low and
visibility operations.
may also be providedA at
Stop Bar intersections
taxiway consists of and
a row of lights
at other spaced equally
locations.
across the taxiway normally at right angles to the For aerodromes
centreline and showing red towards equipped for low visibility operations, RVR of 350m or
NOTE: At some aerodromes where, 2007 for example, a Stop Bar is located on or close
an approaching aircraft when lit. StopMay Bars are normally installed in association with Chapter 1 Page 9
green Lead-on outboard
Lights which form
of each part edge
taxiway of the less Figure
to a bend in the taxiway route, additional
astaxiway
and1.7,lighting
elevated red
shown atcentreline
at
lights maynight.
be
in orderbeyond thetaxiways are equpped with green centreline lights.
installed
to provide
Stop Bar. The Lead-on
maximum Lights are interlinked
advanced warning of the Otherwise
withStop
theBar
Stop
blue edge lighting is provided. When green centreline lights is
Bar so that when the Stop
location.
Bar is 'on' the green centreline beyond the Stop Bar is 'off' and vice versa, as shown
Figure 1.8 Stop Bar and Lead-on Lights
in Figure 1.8.TAXIWAY
sense as traffic
In this way,
EDGE provided, blue
the Stop Bar and associated Lead-on Lights act in edge
the same lighting may also be installed as additional guidance
lights; therefore pilots must not taxi an aircraft across a Stop Bar that
LIGHTING
is lit. Stop bars are provided at entrances to runways, on sections
e.g. runway holding that are difficult to negotiate, and on turns. Spacing 15m on
positions,
and may also be provided at taxiway intersections and at other locations.
straight taxiways, 7.5m on turns and 15m on Rapid exit taxiways.
NOTE: At some aerodromes where, for example, a Stop Bar is located on or close
to a bend in the taxiway route, additional elevated red lights may be installed
outboard of each taxiway edge as shown at Figure 1.7, in order to provide
maximum advanced warning of the Stop Visual Aids Handbook
Bar location.
Figure 1.8 Stop Bar and Lead-on Lights STOP BARS AND LEAD ON LIGHTS
(TDZ) Lighting
STOP BAR ON Stop bars and lead on lights are provided at aerodromes authorized
STOP BAR OFF

ed
IGHfor Category
EXIT II and III approaches, additional lighting consisting
SPEED
hite barrettes,
AXIWAYS
for LVP operations. Stop bar lights are at right angles to the centerline
COLOUR as shown at Figure 1.3, is installed in order to
ODED 10.3
es in the touchdown
Runway area.
Guard The
Lightsadditional lighting extends showing from thered towards the approaching aircraft, green lead on lights are
900 m10.3.1
or to Runway
the midpoint of the
are runway, whichever isyellow
the lesser
on each side of the taxiway and provide a warning of the closebeyond
provided the stop bar lights that leads to the runway.
Guard Lights pairs of alternately flashing lights, one pair located
proximity of the
runway. Where the taxiway is wider than normal, an alternative form of Runway
of the TDZ lighting (normally
Guard Light may be 900 m) determines
provided the length
comprising additional offlashing
pairs of the yellow lights
Free Zone (OFZ)insetestablished
into and stretching across theCAT
to protect full width of the
II and IIItaxiway. The electrical circuits are
approaches
so arranged that alternate lights flash in unison. Runway Guard Lights, often referred
ision height to
(DH) andWags",
as "Wig in the are event ofataFigure
illustrated baulked
1.9. landing (or go-
er DH. A go-around initiated
STOP BARbeyond
ON
Figure 1.9 Runway Guard Lights
the end of theSTOP TDZ lighting is
BAR OFF

be contained within the OFZ.

y Indicator Lights Pattern A
RUNWAY GUARD LIGHTS Pattern B

0.3 Runway Guard Lights

y0.3.1
indicator
Runway lights
Guard(RETILs)
Lights areprovide pilots with
pairs of alternately The
distance
flashing yellow torunway guard lights are pairs of alternately flashing yellow
go one pair located
lights,
nearestonrapid
each exit
side taxiway on the runway,
Chapter toa enhance
1 Page 9 lightsofsituational
visibility conditions
runway.
of the taxiway
Whereand the enable
and
taxiway pilots
provide
is widertothan
apply
warning
braking
normal,
,one
the close pair
proximity oflocated
action forform of Runway
an alternative
the on each side of the taxiway and provide close
ut andGuard
runway exit
Light be provided comprising additionalproximity
speeds.
may pairs of flashing of the runway, these lights are also referred to as “Wig
yellow lights
inset into and stretching across the full width of the taxiway. The electrical circuits are
ix yellow lights adjacent
so arranged to the
that alternate runway
lights flash incentreline Wags”
and
unison. Runway configured
.
Guard Lights, often referred
patternto
spaced
as "Wig100 m apart;
Wags", the single
are illustrated light is
at Figure 100 m from the start
1.9.
apid exit taxiway, see Figure
2007 1.9 Runway
Figure
May Guard1.6.
Lights Chapter 1 Page 10

xit Taxiway Indicator Lights

Pattern B
Pattern A

COLOUR CODED TAXIWAY LIGHTS

Specific exits and entry to runways for LVP operations are identified
by green and yellow centreline lights , this lies within the ILS sensitive
area sufficiently close to the runway.

ay 2007 Chapter 1 Page 10

LESLIE MANCHANDA / R.G JUL 2018

 Figure 1.1

SIMPLE APPROACH AND

RUNWAY LIGHTING SYSTEM AWOPS

APPROACH LIGHTING

Threshold
APAPI
Threshold lights
spacing 3.0 m max
Centre line barrette
Side row barrette
150 m
Equal to that of ‘TDZ’
4 m mnm

Crossbar
Figure 300
1.2m Figure 1.3
APPROACH AND RUNWAY LIGHTING APPROACH AND RUNWAY LIGHTING
TYPICAL CAT I SYSTEM SHOWING TYPICAL CAT II OR CAT III SYSTEM
TAKE-OFF STARTER EXTENSION AND
STOPWAY
30 m LIGHTING
RUNWAY END
STOPWAY

YELLOW
Crossbar
CAUTION ZONE COLOUR CODED
CENTRELINE
30 m
TOUCHDOWN
ZONE
Precision approach CAT II/ III lighting system.
Figure 5-14. Inner 300 m approach and runway lighting for PAPI
precision approach runways, categories II
The approach lighting system shall consist of a row of lights on the extended centre line of the
runway, extending over a distance of 900m or 3000 ft
19/11/09
from the runway threshold. 5-34
Cross bars at 150m and 300m, spacing between
STARTER
EXTENSION RUNWAY
THRESHOLD
barrettes are 30m AND WING
BARS

SIDE ROW LIGHTS SUPPLEMENTARY

APPROACH

The lights forming the side rows are placed on each side
of the centreline, at a longitudinal spacing equal to that
of the extended centreline lights (30m), with the first
ones located 30 m from the threshold.

CROSSBAR LIGHTS CENTRELINE

AND 5 BAR

The crossbar provided at 150m from the threshold fills in

the gap between the centreline and the side row lights

LESLIE MANCHANDA / R.G JUL 2018

 Figure 1.2 Figure 1.3
AWOPS
APPROACH AND RUNWAY LIGHTING APPROACH AND RUNWAY LIGHTING
Aerodromes TYPICAL CAT I SYSTEM SHOWING Volume I
TYPICAL CAT II OR CAT III SYSTEM
RUNWAYSTARTER
TAKE-OFF LIGHTING EXTENSION AND
STOPWAY
18 m – 22.5 m LIGHTING
18 m preferable

RUNWAY END
30 m or 60 m
3.0 m – 4.5 m STOPWAY

15 m
YELLOW Runway edge light
CAUTION ZONE COLOUR CODED
CENTRELINE
Runway centre line light

TOUCHDOWN
Runway touchdown zone light (TDZ) ZONE

PAPI
60 m max

STARTER
EXTENSION RUNWAY
THRESHOLD
AND WING
Threshold BARS
Threshold lights
spacing 3.0 m max
Centre line barrette
Side row barrette SUPPLEMENTARY
150 m APPROACH
Equal to that of ‘TDZ’
Runway Threshold
4 m mnm and Runway End Lighting
The runway threshold lighting is green and indicates the start of the available landing
distance.
Crossbar
Runway end lighting is red and marks the end of the runway available for
300 m

maneuvering.
30 m

Runway Center Line Lighting

Runway centre line are high Crossbar intensity lights for low visibility operations. RCLCENTRELINE
are
AND 5 BAR
provided with an operating minimum of 400 m RVR. They are color coded in order to
30 m

14.
warn the pilots that they are approaching the end of the runway.
Inner 300 m approach and runway lighting for precision approach runways, categories II and III
The lights are white till 900 m or 3000 ft from the end of the runway then they become
alternating red and5-34
white they last 300 m or 1000ft are lit in red.

Touchdown Zone Lighting

On runways equipped for CAT II/III approaches additional lighting consisting of 2 rows
of white barrettes, this extends from the threshold up to 900 m or 3000 ft.
y 2007 Chapter 1 Pag

Runway Edge Lighting

White runway edge runway lights are white , the last 600 m or 2000 ft are yellow

LESLIE MANCHANDA / R.G JUL 2018

 a) Visual Runways - LDA < 1200m
>1200m and where Threshold requires emphasis
Centre Line Marking

AWOPS
20

20
20
RUNWAY MARKINGS
Runway Designator
Threshold Marking
CAP 637 Visual Aids Handbook
c) Precision Approach Runways
Precision Approach Runway
Aiming Point Mark Touchdown Zone Markings
the runway surface, particularly in conditions of poor visibility; they also indicate
the optimum touchdown zone on the runway. The apparent distance between the

20
Edge
20
Aiming Point Marking and the Runway Threshold Marking, as seen from the
Marking
CAP 637 approach, is intended to aid pilots in judging their Visual
angle Aidsof approach.
Handbook

Figure 2.1 Paved Runway Markings (not to scale)

Touchdown Zone Markings
the runway surface, particularly in conditions of poor visibility; they also indicate
thed) Permanently
optimum touchdown Displaced Threshold
zone on the runway. The apparent e) distance
Temporarily
betweenDisplaced
the Threshold
Runway
Aiming Threshold
Point Marking
a) Visual Pre-Threshold
Marking.
and the Runway Threshold Marking, as
and seen from the
Pre-Threshold Markings
Markings
Runways - LDA < 1200m b) Non Precision Approach Runways, Visual Runways of LDA
approach, is intended to aid pilots in judging their >1200m
angle ofandapproach.
where Threshold requires emphasis
Centre Line Marking
The
Figure runway
2.1 Paved threshold marking
Runway Markings (notconsists
to scale) of a pattern of stripes ,the number depends on the
New Theshold

width of the runway.

20

20
20
20

45 m has 12 stripes and 60b)mNon

a) Visual Runways - LDA < 1200m
hasPrecision Approach Runways, Visual Runways of LDA
>1200m 16where
and stripes.
Threshold requires emphasis
Runway Designator
Centre Line Marking
Threshold Marking
20

20
c) Precision Approach Runways
20

i) Pre-threshold area of runway Aiming Point Mark i)Touchdown

Pre-threshold area of runway fit for
Zone Markings
Visual
fit for Aids Handbook
movement of aircraft
Runway Designator
Threshold Marking
movement of aircraft and available as
and available as starter starter extension for take-off but not
20

Edge
20

c) Precision Approach Runways extension

Marking
for take-off but not available for landing
Aiming Point Mark Touchdown Zone Markings
available for landing
y in conditions of poor visibility; they also indicate
on the runway. The apparent Displaced
distance between Threshold Marking.
the Zone Markings
20

Edge
20

Touchdown
Marking
e Runway Threshold Marking, as seen from the e) Temporarily Displaced Threshold
d) Permanently DisplacedTouchdown
Threshold
White
ots in judging Threshold
their angle Markings
Markings are provided at and
of approach.
Pre-Threshold
Zone Markings thePre-Threshold
beginningMarkings
of the displaced threshold.
d) Permanently Displaced Threshold e) Temporarily Displaced Threshold
gs (not to scale)Pre-Threshold Markings
20
and Pre-Threshold Markings New Theshold

20
20
New Theshold

b) Non Precision 20 Touchdown

Approach Runways, Visual Runways Zoneof LDAMarking.
Onrequires
>1200m and where Threshold runways
ii) emphasis the touchdown
Pre-threshold area of runway zone markings are placed at 300 m or 1000 ft from the
unfit for the movement of
i)
landing i) threshold.
Pre-threshold
Pre-threshold area of
area of runway
runway and unsuitable as
aircraft i)
i) Pre-threshold area of runway fit for
Pre-threshold area of runway fit for
fit for movementfit of
for movement of aircraft
aircraft movement of aircraft and available as
stopwayAiming
as starter point marking.
movement of aircraft and available as
20
20

and available asand available

starter starter
starter extension for take-off but not extension for take-off but not
extension for take-off but not
extension for take-off but not available for landing available for landing
available for landing
available for landing Is located at 400m or 1320 ft from the landing
threshold.
Threshold Marking
New Threshold

See Table C
20
Aiming Point Mark Touchdown Zone Markings
CAP 637 20 Visual Aids Handbook
20
20ii) Pre-threshold area of runway
unfit for iii) Pre-threshold
the movement of area of runway
the runway surface, particularly in conditions of poor visibility; they also indicate
aircraft and unsuitable as
stopway ii) fit for usearea
Pre-threshold as aofstopway
runway by
aircraft
for the landing
movementinofthe
chdown Zone Markings
the optimum touchdown unfit
opposite
aircraft
zoneason
direction
and unsuitable
the runway. The apparent distance between the
but not fit
e) Aiming
Temporarily Point
Displaced Marking
Threshold
stopway and the
for normal movement of Runway Threshold Marking, as seen from the
New Threshold

andRunway
approach, is intended to aid pilots in judgingattheir
Pre-Thresholdcentre
Markings line marking.
aircraft Is located the angle
centre ofofapproach.
See Table C
the runway.
ii) Pre-threshold area of runway
unfit for movement of aircraft
New Threshold
iii) Paved
Figure 2.1 Pre-thresholdRunway
area of runway Markings (not to scale)
New Theshold
fit for use as a stopway by See Table C
aircraft landing in the
opposite direction but not fit

20
for normal movement of
a) Visual Runways - aircraft
LDA < 1200m b) Non Precision
ii) Approach
Pre-threshold areaRunways,
of runway Visual Runways of LDA
iii)
Pre-threshold area of runway unfit for movement of aircraft
>1200m and where Threshold requires emphasis
Centre Line Marking fit for use as a stopway by
i) aircraft
Pre-threshold area landing
of runwayin the
fit for
movement opposite
of aircraftdirection but not
and available as fit
20
20

for normal
starter extension movement
for take-off but notof
20
20

available foraircraft
landing ii) Pre-threshold area of runway
unfit for movement of aircraft

Runway Designator
Threshold Marking

c) Precision Approach Runways

20
Aiming Point Mark Touchdown Zone Markings
May 2007
May 2007
20 Chapter 2 Page 2 Chapter 2 Page 2
20

Edge
20

Marking

LESLIE MANCHANDA / R.G JUL 2018

Touchdown Zone Markings
 Taxiway edge marking indicates paved shoulder
AWOPS
of bearing
Visual Runway strength
Taxi-holding less than
position Taxiway
- denotes the or area
visual
(i)
beyond mark not intended for aircraft use.
Taxi-Holding Position and also the ILS Cat I Holding Position where
the Visual and CAT I Holding Positions are co-located.
TAXI WAY MARKINGS / SIGNS
(ii)

CAT I Runway Taxi-Holding Position Sign - denotes ILS CAT II

Surface
Taxi-Holding Position - a Visual/CAT I Taxi-Holding Position may be (i)
established closer to the runway where painted
it is necessary to expedite
traffic flow. direction
marking
(ii)
A

CAT II Runway Taxi-Holding CAP 637

Position Sign - marks the ILS CAT II Visual Aids Handbook
B

Taxi-Holding Position - a Visual/CAT I Taxi-Holding Position may be (i)

established closer to the runway Figure
where 3.1 Example of Mandatory
it is necessary toSigns for Aircraft Surface Movements
expedite
traffic flow. CAP 637
Surface painted 3
Visual Aids Handbook
2 1
location marking a) Visual Runway Taxi-holding position - denotes the visual (ii)
Figure 3.1 Example of Mandatory Signs for Aircraft Surface (i) Movements
Taxiway
Taxi-Holding Position and also the ILS Cat I Holding Position where
the Visual and CAT I Holding Positions are co-located.
centreline
CAT II Runway Taxi-Holding Position Sign - marks the ILS CATmarking III (ii)

Taxi-Holding Position - a CAT II Taxi-Holding Position and a Visual/CAT

a) Visual Runway Taxi-holding position - denotes the visual (i)
Taxi-Holding Position andTaxi-Holding
also the ILSPosition
Cat I Holding PositionILSwhere (i)
I Taxi-Holding Position may be
b) CAT
the Visual and
established
I Runway
CAT I Holding
Taxi-Holding
closer
Positions
Position
to the runway
Sign - denotes
are co-located.
- a Visual/CAT
CAT II
I Taxi-Holding Position may be (i)
where it is necessary to expedite trafficcloser
established flow.to the runway where it is necessary to expedite
37 traffic flow. Visual Aids Handbook
(ii)
(ii)
(ii)

i-Holding
Figure 2.2 PavedPosition
CAP 637
Taxiway Markings(RTHP)
b) CAT I Runway (not to scale) Marking
c) CATTaxi-Holding Position
II Runway Taxi-Holding Sign Sign
Position - denotes ILS ILS
- marks the CATCATII II
Visual Aids Handbook

Taxi-Holding Taxi-Holding
Position - aPosition
Visual/CAT I Taxi-Holding
- a Visual/CAT I Taxi-HoldingPosition may
Position maybebe (i)
(i)
established established
closer closer
toSign
the to the where
runway runway where
it it is necessary
ispattern
necessary to expedite
to expedite
Combined Taxi-Holding Position - marks the Taxi-Holding
stablished 1 the ILSon eachPositionstaxiway leading (i) to a runway in order to p
Figure 2.2 Pavedtraffic Runway
Taxiway Taxi-Holding
Markings Position
traffic flow. (not to scale) marking ‘A’ identifying
P 637 flow. RUNWAY
the last holding position TAXI HOLDING
prior to entering runway. Marks Visual Aids Handbook
Position where - Taxi-Holding are co-incident are
visual/CAT I & CAT II/III Taxi-Holding Positions where only (ii)
Runway Taxi-Holding Position marking pattern ‘A’ identifying
co-incident. A Visual or CAT IPOSITION
Taxi-Holding FOR CAT I may be (ii)
1Pavedtolanding theone Position
lastTaxi-Holding Sign
holding positionPosition is provided.

ke-off Figure and by isensuring that other taxiing aircraft and v

prior to entering runway. Marks
visual/CAT I & CAT II/III Taxi-Holding Positions where only
established or
2.2closer the runway
Taxiway where
Markings (notitto necessary to expedite
scale)
one Taxi-Holding
d) CAT II Position
RunwayisTaxi-Holding
provided. Position Sign - marks the ILS CAT III
Taxi-Holding Position - a CAT II Taxi-Holding Position and a Visual/CAT (i)
traffic flow. c) CAT II Runway Taxi-Holding Position Sign - marks the ILS CAT II
clear of21the runway and, where appropriate, outside the ILS Se
theRunway
I Taxi-Holding
Runway Taxi-Holding
Taxi-Holding Position
Taxi-Holding
last holding
established
Runway
where
closer
Taxi-Holding
position
Position
Position
- aprior
Visual/CAT
it is necessary
toII/III
the
Position
Position
maypattern
marking
totoentering
runway
be established
I Taxi-Holding
marking
expedite
marking where
runway.
pattern
pattern
traffic
itwhere
‘B’
flow.
closer to the runway
‘A’ identifying

is necessary
identifying
Position
Marks ‘B’ may be
identifying
to expedite
(i)

2
Category
visual/CAT I &I,CAT
II or III where a closer
Taxi-Holding visual/CAT
Positions I Taxi-Holding
only
Category
one I, II or IIIPosition
Taxi-Holding where a is closer visual/CAT I Taxi-Holding
provided.

re two styles of RTHP marking, patterns A and B, both of wh

traffic Position
flow. is provided. (ii)
RUNWAY TAXI HOLDING
Position is provided.

(ii)
POSITION FOR CAT I /III
(ii)
e) Combined Taxi-Holding Position Sign - marks the Taxi-Holding

Figure 2.2. 23
Runway Taxi-Holding
Intermediate
Position
Position where the marking
A Visual
Taxi-Holding
1
pattern ‘B’ Positions
ILS - Taxi-Holding identifyingare co-incident are
Category I, II or III where a closer visual/CAT I Taxi-Holding
co-incident. Positionor CAT I Taxi-Holding Position Sign may be
(i)

3
d) CAT Position
II Runway Taxi-Holding Position Sign - marks the ILS CAT III
is provided.
Intermediate Taxi-Holding
or closer toPosition
flow.- a CAT II Taxi-Holding Position and1a Visual/CAT
markings.established the runway where it is necessary to expedite
Taxi-Holding Position
markings.
traffic (i)
I Taxi-Holding Position may be established closer to the runway

A' style RTHPto protectmarking

a priority route. consists of two solid and two broken lin
Intermediate Taxi-Holding Position Sign - marks a Holding
where it is necessary to expedite traffic flow.
Position established INTERMEDIATE TAXI HOLDING
34 Intermediate
Taxiway edgeTaxi-Holding
1 Position
marking indicates paved shoulder
(ii)
(ii)

e entire4 width of the taxiway and normally at right angles

markings.
of bearing strength less than Taxiway or area
POSITION. beyond mark not intended for aircraft use.
Taxiway edge marking indicates paved shoulder
of bearing strength less
f ) Intermediate than Taxiway
Taxi-Holding or area
Position Sign - marks a Holding

entreline, the broken lines being closer to the runwa

e) Combined
beyond Taxi-Holding
mark not Position
intended Sign
for aircraft -use.
marks
route.the Taxi-Holding
No Entry Sign Position
Position
where
established to protect
the ILSindicates
a priority
- Taxi-Holding Positions are co-incident are (i)
4
Taxiway edge marking paved shoulder
co-incident.
of bearingA Visualless
strength orthan
Surface CAT I Taxi-Holding
Taxiway or area Position Sign may be
painted

nt 1 Figure 2.2).
beyondg)mark
established not intended
orNocloser
Entry Sign
to theforrunway
direction
aircraft use.
where it is necessary to expedite
marking
traffic flow.
A

Surface
A

painted
B

te: 1: The signs at (i) are Note: used Thedirection

where the taxiway 2 atnormally serves only one
'B' style RTHP marking, consists of a ladder mark laid acro
1: signs at (i) are used where the taxiway normally serves only one
runway direction.3The signs (ii)1are used where the taxiway(ii)
Surfacemarking
Surface painted painted normally serves both runway
A

runway direction. The signs

location markingdirectionat (ii) are used where the taxiway normally serves both runway
directions.
marking Taxiway
2: Where a runway Taxi-Holding Position serves more than one runway, the sign layout at
A

directions. centreline
A

h of
2: the taxiway and normally at right angles to the taxiway cen
marking
Figure 3.5 is used.
A
B

Wheref ) a Intermediate
runway Taxi-HoldingTaxi-Holding Position
Position Signserves- marksmorea than
Holding one runway, the sign layout at
Position established to protect a priority route.3 2 1
B

Figure 3.5 isSurface

used.
gement 2 Figure 2.2).
Surface painted
b) Runway Taxi-Holding Position (RTHP) Marking
location marking
painted 3 2 1
location marking Taxiway
Taxiway
RTHPs areg)established on each taxiway leading
No Entry Sign centrelineto a runway in order to protect
centreline
marking
marking
aircraft on take-off and landing by ensuring that other taxiing aircraft and vehicles
May 2007 Chapter 3 Page 2

P on a taxiway prior to entering the runway is alwaysJUL marke

are held well clear of the runway and, where appropriate, outside the ILS Sensitive
Area. There are two styles of RTHP marking, patterns A and B, both of which are
LESLIE MANCHANDA / R.G (RTHP) Marking
2018
b)b)Runway
Runway Taxi-Holding
illustrated at Figure 2.2.Position
Taxi-Holding
Note: 1:Position (RTHP) Marking
The signs at (i) are used where the taxiway normally serves only one
 AWOPS

Flight Preparation

This section describes the procedures and documents used in the preparation and dispatch of
an AWOPS flight.

1. Confirmation of the Aircraft (AWOPS) Status

Check that required equipment for CAT II / III approach are operative. The required
equipment are listed in the QRH OPS.08A and MEL. 

Check the Aircraft Technical Logbook, to confirm that no write-up during previous flights
affects equipment required for CAT II / III.

2. Confirmation of the Crew Qualification

Crew qualification and currency must be reviewed
(both Captain and First Officer must be qualified and
current).

3. NOTAMS
Review NOTAMS to ensure that the destination airport
still meets visual or non-visual CAT II / CAT III
requirements :

• Runway and approach lighting,

• Radio NAVAID availability (ILS availability),
• RVR equipment availability.

4. Weather Information.
Check that the weather forecast at destination is within
Company’s and crew operating minima. If the forecast
is below CAT I minima, verify that alternate weather
forecasts are appropriate to the available approach
aids and at least equal to or better than the planning minima.

5. Nominate a Take off Alternate. Take Off Alternate.

The Take off alternate aerodrome intended to be used to support the flight, shall be first
confirmed to be adequate based on the review of relevant NOTAM’s.

6. Fuel Planning
Additional extra fuel should be considered for possible
departure / approach delays.

30 MIN for departure @ 11,5 kg / min = 350 kg

30 MIN for arrival = Same as the final fuel

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

Pre-flight In-flight Procedures

LVP Briefings

Takeoff briefings should preferably be completed prior to engine start. During Low Visibility
Takeoff briefing, the Commander shall satisfy himself that:

(Refer to Low Visibility Operations)

✓ The status of the visual and non-visual facilities is sufficient

✓ LVPs are in force

✓ Flight crew members are qualified;

✓ Minimum required RVR for take-off is obtained;

✓ Take-off alternate weather, if required, is obtained;

1.  Use of aircraft anti-icing procedures are reviewed; and

2. Taxi route, and also the runway CAT II / III holding points are reviewed.

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

Quick Reference Checklist

LOW VISIBILITY OPERATIONS Page 1 of 1
A320 QRC LOW VISIBILITY TAKEOFF Rev 0 – 10 Jun. 15

Ref: OM-A 8.4.

1. TAKE OFF ALTERNATE MINIMUMS

- ETA ± 1h, weather conditions must be at or above the applicable landing minima.
- Alternate must be within 380 NM, 570 NM for ETOPS 90 min and 760 NM for ETOPS 120 min.
- At the planning stage, ceiling is required for non-precision and circling approaches.

2. TAKE OFF WITH STANDARD RVR

VISIBILITY 150 ≤ RVR/VIS < 400 m

- RVR = 150 m: required RVR value must be achieved for the 3 reporting points.
- The initial part of the take off run can be replaced by pilot assessment.
RUNWAY - LVP in force & RWY approved for LVTO operations.
- At least RL and/or RCLM required (see table below).
CREW No special condition required.
AIRPLANE No special condition required.
PROCEDURE - Normal procedures as described in SOP.
- Captain is PF.

DOWNGRADED FACILITIES RVR/Vis (m)

RL, CL & multi RVR info. 150 Reported RVR/VIS of the initial part of the take
RL & CL 200 off run can be replaced by pilot assessment.
Required RVR value must be achieved for the 3
RL and/or RCLM 250
reporting points (see note )
Nil (Day only) 500 For night ops, RL & stop end lights required.

3. TAKE OFF WITH REDUCED RVR (OPERATOR AND CREW APPROVAL REQUIRED)

VISIBILITY RVR = 125 m

The required RVR value must be achieved for the 3 reporting points. Pilot
assessment of the RVR of the initial part of the take off run prohibited.
RUNWAY - LVP in force & RWY approved for LVTO operations.
- High intensity CL lights spacing ≤ 15 m and HIRL spacing ≤ 60 m in operation.
CREW Crew qualified and current.
AIRPLANE No special condition required.
OTHER 90 m visual segment required from cockpit at the start of the take off run:
CONDITIONS - Check for 7 high intensity CL spaced 15 m, or
- Check for 13 high intensity CL spaced 7,5 m.
PROCEDURE - Normal procedures as described in SOP.
- Captain is PF.

4. ADDITIONAL CONSIDERATIONS
- Max 10 kt taxi speed is recommended.
- Uncertain of position ? Stop and request assistance.
- No Clearance, checklist or flight control checks unless aircraft stopped and parking brake on.
- Respect CAT II/III holding points.
- Choose preferably a runway equipped with ILS (YAW BAR).
- Confirm correct RWY: RWY designation sign at holding point, RWY symbol on ND, LOC info.
- Rejected Takeoff:
. Red / white centreline lights 900m to go.
. Red centreline lights 300m to go.

DOWNGRADED FACILITIES RVR / VIS (m

RL,CL,& multiple RVR info 150

Reported RVR/VIS of the initial part off the takeoff run can be
replaced by pilot assessment.
RC & CL 200

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

LOW VISIBILITY TAXI

The following guidelines shall be used during Low Visibility Taxi :

✓ Before taxiing for take-off in low visibility, check that the crew are familiar with CAT II / CAT III
holding points for the take-off runway, and also with any taxi-way routing that should be
used. The centerline taxiway lighting with its reduced spacing, coded space into indicate
curves, and facilitate taxing in low visibility;

✓ Close attention should be paid to taxi speed (max 10 kn. ) and taxi routes. The CM2 should
make full use of taxi charts and ground speeds and headings to feed the required
information to CM1. Both pilots should give their undivided attention to taxi phase;

✓ Any checklist, clearance or action (i.e. F/CTL check) must only be done while the aircraft is
stationary with the parking brake ON;

✓ Remember that ground equipment, aircraft wingtips, and tails may not be as readily seen as
the taxiway lights, therefore taxi with utmost caution;

✓ Make full use of all aircraft lights, i.e. Taxi and turnoff ... etc, unless they cause restricted
visibility due to glare;

✓ Make certain that correct CAT II / CAT III holding points, runways and sensitive areas are not
violated; and

✓ On entering the runway and lining up for take-off, double check runway heading reference
and ensure that the aircraft is on the runway centerline. This could be verified by ILS localizer
and markings on runway centerline.

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

LVTO

A take-off with RVR less than 400 m is considered as LVTO (CAR-OPS 1.435 (a) (3) refers).

Normally the lowest RVR authorized for take-off is 400 m, below 400 m take-off requires Low
Visibility Procedures (LVP) to be in force; the Commander shall ensure that LVP are in force.

LVTO with RVR less than 150 m

Prior to conducting the take-off to minima 125 m, the Commander must satisfy himself that
the following requirements are met :
1.  Crew members are qualified.
2. LVPs in force;
3. Runway lighting : High intensity runway centerline lights spaced 15 m or less and high
intensity edge lights spaced 60 m or less are in operation
4. A 90 m visual segment is available from the cockpit at the start of the take-off run;
(Slant visibility from cockpit is 12.5m)
5. The 125 m RVR value has been achieved for all the relevant RVR reporting points;
6. No pilot assessment of RVR is authorized.

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

LOW VISIBILITY TAKEOFF

PF PNF
PM
A330/A340-300
LVP TAKE OFF 125m
11..Crew are qualified. 1 Crew are qualified.
22. Ensure LVP in Progress

3 Runway Lighting. 90 m visual segment.

4
5. RVR 125/125/125
5
6.  Runway identified by markings. LOC centred

90 m VISUAL SEGMENT
3
2 LVP IN PROGRESS
ON ATIS
ATC REPORTS 4
125m all 3
1 CREW QUALIFIED 1

5 NO PILOT ASSESSMENT

15m

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

LOW VISIBILITY TAKEOFF

The PFD displays a Yaw Bar in green below 30FT RA and if a localizer signal
is available:

During takeoff (in RWY mode) and

Upon landing (in FLARE and ROLL OUT mode)

Runway Centerline……………………..………….VISUALLY FOLLOW

* Visual cues remain the primary means to track the runway centerline, the
YAW BAR provides an assistance in case of unexpected fog patches

LESLIE MANCHANDA / R.G JUL 2018

 AWOPS

APPROACH PREPARATION
THE ALL WEATHER OPERATIONS GUIDE

2.1.5 Over the TDZ in haze

Note: See 2.4 to 2.7 in this Section 2, for examples of visual segments in reduced RVR at various stages of an
approach in Cat 1, Cat 2 and Cat 3 conditions.

2.2 VISUAL REFERENCE AT TAKE-OFF IN LOW VISIBILITY

The number of runway centre-line lights that may be seen when lined-up for take-off in low visibility conditions
varies, depending upon the spacing of the lights, the aircraft type and the RVR. The table that follows offers an
indication of how many lights might be visible to the pilots looking ahead from the flight deck windows and for
airliners of different sizes, thus causing variations in the eye-height of the viewer. The table assumes that the
pilot’s eye is where it is designed to be, provided that the seat is adjusted so as to place the eye in the best
position according to the markings on the sidewalls of the flight deck. On some aircraft, a sighting device is
provided to help the pilot align the position of his eye to the designed optimum location setting.

2.2.1 Take-off centre-line lights visual reference table

(When Lined-Up for Take-off in 150 Metres RVR)

Runway C/L lights AIRCRAFT

spacing B747 B777 A300 A310 A320 A340
30 metres 4 4 5 5 5 5
15 metres 7 9 9 10 10 9

Runway C/L lights AIRCRAFT

spacing B737 B757 * B767 DC10-30/ MD11 L1011 BAC 1-11
30 metres 5 5 5 5 5 5
15 metres 10 9 9 9 9 10

The pilot’s eye view from a B747 flight deck in the illustration, see 2.2.2 below, shows the number of visible lights
that can be seen by an eye positioned at the optimum viewing design-spot; as limited by the coaming cut-off
effect, that denies sight of the nearest lights.

LESLIE1MANCHANDA
October 2010
/ R.G 28 PART 2 – AIRPORTS & AOM
JUL 2018
 AWOPS

LOW VISIBILITY APPROACH BRIEFING

LOW VISIBILITY OPERATIONS Page 1 of 2

A320 QRC LVO APPROACHES Rev 0 – 10 Jun. 15

1. CREW QUALIFICATION Check qualification current. Increased minima: OM-A §5.2.9.

2. CHECK LVP IN FORCE

3. LIMITATIONS H-wind 30 kt T-wind 10 kt X-wind 20 kt

- Wind limits for contaminated runways: FCOM PRO-SUP-91-50.
- Autoland not allowed above maximum landing weight.
- Autoland limited to 2500 ft airport elevation.
- In E.O., LTS CAT I, CAT II & IIIA autoland only approved in Conf Full. CAT
IIIB cannot be flown OEI.

4. DESTINATION & - Destination: TDZ RVR is always required (except note 3. below).
ALTERNATE WEATHER (1) LTS CAT I CAT II (2) CAT IIIA CAT IIIB w/DH CAT IIIB NO DH (3)
MINIMA
TDZ 400m 300m 200m 125m 75m
MID with Rollout 75m – without Rollout 125m
Notes – 1. MID controlling only if reported. END not controlling in all cases.
2. OTS CAT II TDZ RVR limited to 350m.
3. CAT IIIB NO DH: any 1 RVR is required. If all 3 reported, follow the tabulated values.

- Alternate : weather at or above landing minima.

5. EFFECT OF AIRFIELD Check NOTAMs / ATIS, and then refer to OM-A Ch. 8.4 Table “Failed or
FACILITIES ON MINIMA downgraded equipment – Effect on landing minima”.

6. EFFECT OF AIRCRAFT Check STATUS page and ATL, and then refer to QRH OPS.04.
STATUS ON MINIMA

7. APPLICABLE MINIMA Determine according to items 5 & 6 above.

8. APPROACH STRATEGY Crew should plan for approach using the best approach capability.
AH applies for CAT IIIB, and for CAT IIIA provided CAT III DUAL available.
LTS CAT I CAT II (1) CAT III A CAT III B
FMA CAT II CAT II CAT III SINGLE CAT III DUAL
Minima Baro MDA & RVR RA & RVR RA & RVR RA & RVR
Autoland Recommend. Recommend. Mandatory Mandatory
(1) OTS CAT II: Approach strategy remains identical to CAT II.

9. DISTRIBUTION OF TASK - FO monitors A/C position and flight parameters head down
CAPT. PF throughout APPR, G/A or Landing.
- FMA mode changes calls revert to FO after ‘LAND’ mode.
- At DH, Capt will announce and perform landing or G/A.
- If no answer from Capt at DH, FO will take control.

10. VISUAL CUES LTS CAT I, CAT II & OTS CAT II – 3 consecutive lights being Centreline of
ALS, or TDZ, or RWY edge or CL + Lateral segment (landing threshold,
barrette of TDZ or approach light crossbar)
CAT IIIA – 3 consecutive lights being : TDZ, or RWY edge or CL.
CAT IIIB with DH – 1 CL light. CAT IIIB NO DH – Nil.

11. NORMAL PROCEDURES - Test “AUTOLAND” light with LS pb selected ON.

- Use Autobrake LO or MED.
- Start and use APU if available.
- Check seat position and cockpit lighting. Use of Landing lights ?

12. ABNORMAL Review switching and reversion to higher minima (See overleaf).
PROCEDURES Refer to QRH OPS.04 and FCOM PRO-NOR-SRP-01-70.

LESLIE MANCHANDA / R.G JUL 2018

 AMBER “CHECK ATT” Check with Standby Horizon,
use switching to recover (2)
AWOPS
AMBER “CHECK HDG” Check with Standby Compass,
use switching to recover (2) CAT III SINGL
LOW VISIBILITY APPROACH BRIEFING CAT I (If not)
RED “HDG” ON 1 PFD & 1 ND

RED “ATT” ON 1 PFD Use switching to recover (2)

LOW VISIBILITY OPERATIONS Page 2 of 2
RED “SPD” ON 1 PFD
A320 QRC LVO APPROACHES Rev 0 – 10 Jun. 15
DIAGONAL LINE ON 1 PFD & 1 ND Use switching to recover (2) CAT III DUAL
“INVALID DATA” ON 1 PFD & 1 ND CAT I (If not)
RED “RA”
FAILURES ON 2 PFDACTIONS ABOVE 1000 FTAP
& ASSOCIATED FOR&LTS
FD not
CAT available
I, CAT II, OTS CAT II & CAT III CAT I
FAILURE (1) ACTION LANDING CATEGORY
SLATS/FLAPS FAILURE -- CAT I
ONE ENGINE OUT Complete ECAM CAT III SINGLE
(LESS THAN CONF 3) (AP OFF @ 5
LANDING CAPABILITY DECREASE Try to recover As displayed on FMA
(1) For multiple failures, the mostSwitch
LOSS OF A/THR
limiting applies.
AP & try to reengage CAT II (if not recovered)
(2) No switching below 1000ft AAL.
NWS FAILURE -- CAT III SINGLE (DH = 50 feet)
AP OFF @ touchdown

ANTI-SKID FAILURE -- CAT III SINGLE (DH = 50 feet)

AP OFF @ touchdown
FAILURES & ASSOCIATED ACTIONS BELOW 1000 FT FOR LTS CAT I, CAT II & CAT
AMBER “CHECK ATT” Check with Standby Horizon,
use switching to recover (2)
Below 1000 ft (and down to AH for CAT III Approach with CAT III DUAL on FMA), the o
AMBER “CHECK HDG” Check with Standby Compass,
failure implies a go around and a reassessment of the approach capability.
use switching to recover (2) CAT III SINGLE (If recovered)
For
REDCAT
“HDG”IIION
Approach
1 PFD & 1 ND with CAT III DUAL on FMA and below AH, as a general rule, a s
CAT I (If not)
not require a go around. However,
RED “ATT” ON 1 PFD
a go around is required if the AUTOLAND warning
Use switching to recover (2)
If RED
‘LAND’ does
“SPD” ON 1 PFDnot appear on FMA by 350 ft, a go around must be initiated.
InDIAGONAL
all cases,
LINEcrew may
ON 1 PFD continue
& 1 ND the landing
Use switching if (2)visual references
to recover are sufficient.
CAT III DUAL (If recovered)
“INVALID DATA” ON 1 PFD & 1 ND CAT I (If not)
RED “RA” ON 2 PFD AP & FD not available CAT I
SLATS/FLAPS FAILURE -- CAT I
(LESS THAN CONF 3) (AP OFF @ 500ft)

(1) For multiple failures, the most limiting applies.

(2) No switching below 1000ft AAL.

FAILURES & ASSOCIATED ACTIONS BELOW 1000 FT FOR LTS CAT I, CAT II & CAT III

Below 1000 ft (and down to AH for CAT III Approach with CAT III DUAL on FMA), the occurrence of any
failure implies a go around and a reassessment of the approach capability.
For CAT III Approach with CAT III DUAL on FMA and below AH, as a general rule, a single failure does
not require a go around. However, a go around is required if the AUTOLAND warning light is triggered.
If ‘LAND’ does not appear on FMA by 350 ft, a go around must be initiated.
In all cases, crew may continue the landing if visual references are sufficient.

Ref: OM-A 8.4, FCTM NO-150, FCOM LIM 22-20, PRO-NOR-SOP-18, PRO-NOR-SRP-01-70.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

LOW VISIBILITY APPROACH CONSIDERATIONS

1)  Aircraft Status
The Commander shall satisfy himself that the status of the aircraft and the relevant airborne systems is
appropriate for the specific operation to be conducted.
Check on ECAM STATUS page that the required landing capability is available. Although it is not
required to check equipment, which is not monitored by the system, if any of this equipment is seen
inoperative (flag), the landing capability will be reduced.

2)  Weather
Check weather conditions at destination and at alternates. Required RVR values must be available for
CAT II / III approaches.
The selected alternate must have weather conditions equal to or better than available approach aids.

3)  Approach Ban
For Lower than Standard CAT I, Other than Standard CAT II, CAT II or CAT III approaches, before
reaching the Approach Ban Point, RVR values for TDZ, MID and RO where available, shall be obtained.

4) ATC Calls :
Unless LVP are reported enforced by ATC, clearance to carry out a CAT II / III approach must be
requested from ATC, who will check the status of the ILS and lighting and protect the sensitive areas
from incursion by aircraft or vehicles. Such an approach may not be undertaken until the clearance has
been received.
Before the outer marker or equivalent position, the required RVR values should be transmitted.

5)  Seat Position:
The pilots must realize the importance of eye position during low
visibility approaches and landing. A too-low seat adjustment may
greatly reduce the visual segment. When the eye reference position
is lower than intended, the already short visual segment is further
reduced by the cut-off angle of the glare shield or nose.

6)  Use of Landing Lights:

At night in low visibility conditions, landing lights can be
detrimental to the acquisition of visual references.
Reflected light from water droplets or snow may actually reduce
visibility. Landing lights should therefore not normally be used in
CAT II / III weather conditions

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

7) Task Sharing 8) Loss of Visual References

The procedures given in FCOM PRO-NOR- A pilot may not continue an approach below
SRP-01-70 for CAT I (LTS), CAT II and CAT III DH unless the following visual references are
approaches make the best use of the attained and can be maintained
automatic system of the aircraft.
The task sharing for a CAT II / CAT III CAT VISUAL REFERENCES
approach is that CM1 is PF and CM2 is PNF.
The workload is distributed in such a way that CAT I (LTS) At least 3 consecutive lights
the CM1 primary tasks are supervising and Approach lights ,Runway Centre
decision making, and the CM2 primary task is line /edge Touchdown zone
monitoring operation of the automatic system. A lateral element of the ground
pattern:
Detailed summary of task sharing is given in
An approach lighting crossbar,
FCOM PRO-NOR-SRP-01-70 - Task Sharing
landing threshold,touchdown
During CAT I, CAT II and CAT III Approach
lighting zone
and Landing.
CAT II At least 3 consecutive lights
Approach lights
Runway Centre line /edge
Touchdown zone
A lateral element of the ground
pattern: An approach
lighting crossbar, landing
threshold,touchdown lighting
zone

CAT II (OTS) At least 3 consecutive lights

Approach lights
Runway Centre line /edge
Touchdown zone
A lateral element of the ground
pattern : An
approach lighting crossbar,
landing threshold,touchdown
lighting zone

CAT IIIA At least 3 consecutive lights

Approach lights
Runway Centre line /edge
Touchdown zone

CAT IIIB At least 1 consecutive lights

(DH) Runway Centre line

CAT III B No visual contact with the

(NO DH) runway prior to touchdown.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

9) All Weather Ops Requirements

 RVR information should be provided if visibility is less than 800 m.

When conducting operations under Low Visibility conditions:
 Ensure that an aerodrome of intended use is CAT II or III approved by the State in which the aerodrome
is located;
  Verify that Low Visibility Procedures (LVP) have been established and will be enforced, at those
aerodrome where Low Visibility Operations are to be conducted; and
 Ensure that the flight crew members are qualified to conduct such operations

10) Missed Approach

A Missed Approach Procedure (MAP) is the navigational description of a go-around

for a specific runway.

“GO
AROUND ....FLAPS”
!

PARAMETER CALL OUT CRITERIA

+10 kn.
AIR SPEED “SPEED”
-5 kn.

VERTICAL “SINK
-1000 ft/min
11) Flight Parameter Deviation Calls SPEED RATE”

Lower than 2.5

PITCH or
PNF will make callouts for the following conditions “PITCH”
during the approach if any flight parameters exceeds ATTITUDE Higher
the limits provided in the table next: than10°

BANK Greater than

“BANK”
ANGLE 7°

Deviation
LOCALIZER “LOC” greater than
1/4 dot

Deviation
GLIDE SLOPE “GLIDE” greater than 1
dot.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

TASK SHARING DURING APPROACH CAT II / CAT III A / CAT IIIB WITH DH

PF PM
‣ Monitors Flight instruments
‣ Heads down throughout the approach, landing and
‣ Has hands on the controls and thrust levers
GO AROUND
throughout the approach, landing and GO AROUND
‣ Calls out any deviation or warning
‣ Makes FCU selections
‣ Monitors flight parameters and announce exceedance
‣ Takes Manual control in the event of autopilot
disconnection ‣ Monitor Auto Call outs
‣ Monitors Flight Instruments ‣ Monitor FMA changes

‣ Check & announce FMA changes Monitor PF announcing FMA

‣ “LAND” when displayed on FMA ‣ After “LAND” announced by PF, make all FMA calls

Heads down till approaching minima, Heads down throughout the approach
•At 350 ft RA
Check ILS course on PFD Commence outside
scanning”LAND′′ when displayed on FMA

•At Decision Height + 100 ft

If no failure is detected, ′′CONTINUE′ Monitor auto callout ′′HUNDRED ABOVE′

•At Decision Height

Monitor auto callout ′′MINIMUM′′

•If external visual references are sufficient

′′CONTINUE”
•At 40 ft RA
Check FLARE on FMA and announce
•At 30 ft RA
Monitor thrust reduction and flare by flight instruments Monitor auto callout

•At 10 ft RA
AUTO CALL OUT ′′RETARD′′RETARD both thrust Monitor engines parameters
levers to IDLE

Monitor lateral guidance by external reference

•At TOUCH DOWN

Select and control reverse thrust Disengage the APs at CHECK ROLL OUT on FMA Check & announce
the end of the Roll out, When Taxi speed is reached Spoilers - reverse green - DECEL Announce 70 kt

•If external visual references are NOT sufficient

′′GO-AROUND, FLAPS′′ and execute

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

TASK SHARING DURING APPROACH CAT IIIB WITH NO DH.

PF PM
‣ Monitors Flight instruments
‣ Has hands on the controls and thrust levers ‣ Heads down throughout the approach, landing
throughout the approach, landing and GO and GO AROUND
AROUND
‣ Calls out any deviation or warning
‣ Makes FCU selections
‣ Monitors flight parameters and announce
‣ Takes Manual control in the event of autopilot exceedance
disconnection
‣ Monitor Auto Call outs
‣ Monitors Flight Instruments
‣ Monitor FMA changes

‣ Check & announce FMA changes Monitor PF announcing FMA

‣ “LAND” when displayed on FMA ‣ After “LAND” announced by PF, make all FMA
calls

Heads down till approaching minima, then lookout Heads down throughout the approach
to acquire visual references

•At 350 ft RA

Check ILS course on PFD


′′LAND′′ when displayed on FMA

•At 100 ft RA

If no failure is detected, ′′CONTINUE′ Monitor auto callout

•At 40 ft RA

Check FLARE on FMA and announce

•At 30 ft RA

Monitor thrust reduction and flare by flight Monitor auto callout

instruments

•At 10 ft RA

AUTO CALL OUT ′′RETARD′′ Monitor engines parameters

RETARD both thrust levers to IDLE


Monitor lateral guidance by external reference

•At TOUCH DOWN

Select and control reverse thrust CHECK ROLL OUT on FMA and announce
Check & announce Spoilers - reverse green -
Disengage the APs at the end of the Roll out DECEL Announce 70 kn.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

STANDARD ILS APPROACH

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

ILS APPROACH PHASES

INTERMEDIATE APPROACH

When Cleared to Intercept Localiser

➡ APPR ARMED

➡ Engage Second AUTOPILOT

➡ STABILIZED APPROACH
TECHNIQUE

FINAL APPROACH

ON THE ILS

➡ SET GO AROUND ALTITUDE

“LAND” AT 350 feet

➡ PF announces”Land”

✴ ILS course on PFD to be in agreement

with the course on approach charts

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

ILS APPROACH PHASES

MINIMUMS

➡ PF announces”Continue” or
“Go Around Flaps”

✴ Note: for CAT IIIB with no DH, since there

is no auto callout at 100 ft, PF announces
“continue” if no failure is detected.

✴ In case of AUTOLAND light illuminates,

“go around, flaps”

FLARE AT 40 feet

➡ PNF announces “FLARE”

On Ground “ROLL OUT”

➡ PNF announces “ROLL OUT”

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

GO - AROUND

MISSED APPROACH

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

TASK SHARING DURING GO - AROUND

PF PM
ANNOUNCE “ GO AROUND, ‣ Retract flaps one step, and
FLAPS” monitor engine parameters

‣ Set TOGA
(This engages Go-Around Mode)

Monitor rotation on PFD

Announce “ Positive Climb”
FMA > Announce

Checks positive climb (V/S & RA)

‣ Retract Landing Gear
Announce “GEAR UP”

100 Feet

NAV mode > Engage

When LVR CLB flashes on FMA:

Thrust Red / Acc Alt

Set thrust levers to CL detent

Retract flaps on schedule ‣ Retract flaps on schedule

‣ Complete
“After Take off / Climb Checklist”
‣ “After Takeoff / Climb Checklist

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

LOWER THAN STANDARD CAT I (LTS)

LTS MDA RVR Auto Pilot Remarks

200 feet 400 m Recommended

A pilot may not continue an approach below MDA unless the following visual references
are attained and can be maintained :

1. A segment of at least 3 consecutive lights being

‣ The centre line of the approach lights, or

‣ Touchdown zone lights, or

‣ Runway centre line lights, or

‣ Runway edge lights, or

2. And a lateral element of the ground pattern:

‣ An approach lighting crossbar, or

‣ The landing threshold, or a barrette of the touchdown zone lighting .

➡ The permitted RVR is 400 meters

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

OTHER THAN STANDARD CAT II (OTS)

OTS DH RVR Auto Pilot Remarks

100 feet 350 /75/75 1 AUTO PILOT A/THR N/R

A pilot may not continue an approach below DH unless the following visual references are attained
and can be maintained :

a) A segment of at least 3 consecutive lights being

‣ The centre line of the approach lights, or

‣ Touchdown zone lights, or

‣ Runway centre line lights, or

‣ Runway edge lights, or

‣ A combination of these is attained or maintained.

b) And a lateral element of the ground pattern :

‣ An approach lighting crossbar, or

‣ The landing threshold, or a barrette of the touchdown zone lighting.

➡ The permitted RVR is 350 meters

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

CAT II

CAT II DH RVR Auto Pilot Remarks

100 feet 300 /75/75 1 AUTO PILOT A/THR N/R

A pilot may not continue an approach below DH unless the following visual references are attained
and can be maintained :

a) A segment of at least 3 consecutive lights being

‣ The centre line of the approach lights, or

‣ Touchdown zone lights, or

‣ Runway centre line lights, or

‣ Runway edge lights, or

‣ A combination of these is attained or maintained.

b) And a lateral element of the ground pattern :

‣ An approach lighting crossbar, or

‣ The landing threshold, or a barrette of the touchdown zone lighting.

➡ The permitted RVR is 300 meters

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

CAT III A

CAT III A DH RVR Auto Pilot Remarks

50 feet 200 /75/75 1 AUTO PILOT A/THR 1 Channel

For CAT III A operations with fail-passive flight control system, a pilot may not continue an
approach below DH unless a visual reference containing a segment of at least 3
consecutive lights is being :

‣ The centerline of the approach lights, or

‣ The touchdown zone lights, or

‣ The runway centre line lights, or

‣ The runway edge lights, or

– A combination of these attained and can be maintained.

The AH is set to 100 feet for A320 aircraft. If a failure occurred :

➡ The permitted RVR is 200 meters.

NOTE: If using ALERT HEIGHT. At 100 feet PF announces”CONTINUE”

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

CAT III B WITH DH

CAT III B DH RVR Auto Pilot Remarks

20 feet 125 /75/75 2 AUTO PILOT A/THR 1 Channel

๏ For CAT III B operations with fail-operational flight control system using a DH, a pilot
may not continue an approach below the DH unless a visual reference containing at
least one centerline light is attained and can be maintained.

NOTE: If using ALERT HEIGHT. At 100 feet PF announces”CONTINUE”

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

CAT III B WITH NO DH

CAT III B DH RVR Auto Pilot Remarks

NO 75 /75/75 2 AUTO PILOT A/THR 1 Channel

> For CAT III B operations with fail-operational flight control system using a DH, a pilot may not continue an
approach below the DH unless a visual reference containing at least one centerline light is attained and can
be maintained.

The Alert Height (AH) is as a specified radio altitude height above touch down, above which a CAT III
approach would be discontinued and a missed approach executed, if a failure occurred in either the aircraft
systems or in the relevant ground equipment.

The AH is evaluated during aircraft certification; it is set to 100 feet for A320 aircraft. If a failure occurred :

‣ Above AH, the approach must be discontinued and a go-around executed.

‣ Below AH, the approach will be continued using the remaining automatic system, except if AUTO-LAND
warning triggered, auto-land must be discontinued.

NOTE: If using ALERT HEIGHT. At 100 feet PF announces”CONTINUE”

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

Failures Associated
procedures.

1) Downgrading

Downgrading during AWO approaches shall

be conducted in accordance with FCOM PRO-
NOR-SRP-01-70 procedures. If the required
visual reference has already been obtained
and a landing can be safely conducted, the
approach may be continued at the
Commander’s discretion.

Above 1000 ft AGL the approach may be

continued reverting to a higher DH,
providing the appropriate conditions are m

1000 feet

 Below 1000 ft and down to DH (and/or 2) Abnormal Procedures :

down to AH when in CAT III DUAL) the
occurrence of any failure implies a go-
The required procedures following failures
around
during CAT II / III approaches are provided in
FCOM PRO-NOR-SRP-01-70 and PRO-
SUP-22-10.

DECISION HEIGHT The abnormal procedures can be classified

into two groups :

GO AROUND FOR: 1) Failures leading to a downgrading of

capability as displayed on FMA and ECAM
with an associated specific audio warning
LOSS OF VISUAL CUES. A sudden (triple click).
flight path deviation.
2) Failures that do not trigger a downgrading
AUTO LAND LIGHT IN CASE OF CAT of capability but are signaled by other effects
III B WITH ALERT HEIGHT, (e.g. Flag, ECAM warning, amber caution and
associated audio warnings).

It should be noted that some failures might

trigger ECAM warnings, cautions and a
downgrading of capability.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

Failures Associated procedures. FAILURE OF BOTH LOCALIZER AND GLIDE-

SLOPE RECEIVERS

The PFD and ND (rose ILS mode) display red

LOC and G/S flags (if the ILS pushbutton has
been pressed green). LOC and G/S scales
disappear from the PFD.

If LOC or G/S modes are engaged and at least

one AP/FD is engaged ‐ TheAP disengages.

‐ The FD reverts to its HDG-V/S or TRK-FPA
modes.

FAILURE OF LOCALIZER OR GLIDE-SLOPE

TRANSMITTER (WHEN CAPTURED)

‐  The corresponding index is lost.

‐  The LOC and G/S scales flash.

3) WARNINGS FOR ILS APPROACH
‐  The corresponding FD bar flashes. 

WARNING OF EXCESSIVE BEAM DEVIATION Above 200 ft RA, if the transmitter failure lasts
less than 7 s, the FMA retains the LOC and G/S
This warning is a flashing of the LOC and G/S modes (or the LAND mode) and the APs are
scales on the PFD and ND ROSE ILS. It occurs able to regain these modes. If the failure lasts
whenever:
 longer than 7 s, the AP disengages and the FD
reverts to its basic modes. Below 200 ft RA, if
the transmitter failure occurs, the AUTOLAND
warning appears, indicating that the crew must
perform a GO AROUND (if insufficient visual
references) with one or 2 APs engaged.

‐ G/S deviation is greater than 1 dot (above 100

ft RA).

‐ LOC deviation is greater than 1/4 dot (above
15 ft RA).

WA R N I N G A S S O C I AT E D W I T H I L S
"LANDING CAPABILITY"

Any downgrading in the aircraft’s capability for

automatic approach and landing sounds a triple-
click aural warning.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

FAILURES AND ASSOCIATED ACTIONS ABOVE 1000 FT FOR CAT II OR CAT III

ACTION TO BE PERFORMED LANDING

FAILURE ABOVE 1000 feet CATEGORY

ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLE

LANDING CAPABILITY
Try to recover As displayed on FMA
DECREASE

CAT II

LOSS OF A/THR Switch AP, and try to reengage (if A/THR not
recovered)

CAT III SINGLE


(DH = 50 ft)
NOSE WHEEL STEERING Disengage AP at
touch down

CAT III SINGLE

ANTI SKID Disengage AP at
touch down

"CHECK ATT" Check with standby horizon, use

switching to recover (no switching CAT III SINGLE

"CHECK HDG" below 1 000 ft) (if the warning
disappears) CAT I

ON TWO PFDs AND OR Check with standby compass, use (if not)
switching to recover (no switching
TWO NsD below 1 000 ft)

RED "HDG" ON ONE PFD CAT III SINGLE


AND ONE ND Use switching to recover (no (if the warning
RED "ATT" ON ONE PFD switching below 1 000 ft) disappears) CAT I

RED "SPD" ON ONE PFD (if not)

CAT III SINGLE


"INVALID DATA" ON ONE Use switching to recover (no (if the warning
PFD AND ONE ND switching below 1 000 ft) disappears) CAT I

(if not)

CAT I (minimum RVR

RED "RA" ON TWO PFDs AP and FD not available
as per regulation)

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

REQUIRED EQUIPMENT FOR CAT II AND CAT III

FLIGHT CREW

T
MONITORING

PMEN
EQUI

S
RIOR

N
IO
AT
FL

IC
EXTE
IG

D
IN
HT
CO
NT

ENT
RO

UIPM
GUID
D EQ
LS

ANCE
HAR
KPIT
COC

ER ING EL
STE PO ECTR
WE IC
R S AL
UP
LA
Y
ORS
SENS

AUTOMATIC MONITORING

AUTOMATIC
MONITORING

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

FAILURES ASSOCIATED WITH FAILURE BELOW 1000 feet CAT II/CAT III WITH DH

1000 ft
GO AROUND

ALPHA FLOOR
AP---OFF
LOSS OF LANDING CAPABILITY
ENGINE FAILURE
MASTER CAUTION
200 ft WARNING

‣REFERENCES
IF NO VISUAL

DECISION HIIGHT ➡ “ GO AROUND / FLAPS”

“CONTINUE”
➡IF VISUAL REFERENCES ARE SUFFICIENT

LAND
AUTO LIGTH
A R NING
W
R OUND
GO A

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

FAILURES ASSOCIATED WITH FAILURE BELOW 1000 feet CAT II/CAT III NO WITH DH

1000 ft
GO AROUND

ALPHA FLOOR
AP---OFF
LOSS OF LANDING CAPABILITY

ENGINE FAILURE
200 ft
MASTER CAUTION
WARNING
100 ft
ALERT HEIGHT
D TH
O LAN G LIG
T IN
AU RN D
WA UN
RO
OA
>G

NO “FLARE” AT 30 FT
➡ IF VISUAL REFERENCES ARE SUFFICIENT,
‣DISCONNECT AUTOPILOT & AND LAND MANUALLY
➡ IF NOT “ GO AROUND / FLAPS”

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

AUTO-LAND WARNING

With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the
AUTO-LAND red light appears on the glare shield when the aircraft is below 200 ft
RA and one of the following events occurs:

➡ The autopilots are lost,

OR

➡ The aircraft gets too far off the beam (LOC or G/S flash on PFD),

OR

➡ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft
(transmitter or receivers)

➡ The difference between both radio altimeter indications is greater than

15 ft.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

LIMITATIONS

WIND
Headwind:...30 knots
Tailwind:.......10 knots
Crosswind:.. 20 knots

(Sharklet Aircrafts)

‣ 20 Knots for
Automatic Landing
( without Auto Rollout)

‣ 10 knots for Auto

Rollout

CAT II
Minimum decision height................................................................................................... 100 ft AGL
At least one autopilot must be engaged in APPR mode, and CAT 2, CAT 3 SINGLE or CAT 3 DUAL
must be displayed on the FMA.

If the flight crew performs an automatic approach without autoland, the autopilot must be disengaged
no later than at 80 ft AGL.

CAT III A: FAIL PASSIVE (CAT 3 SINGLE)

Minimum decision height..................................................................................................................50 ft

At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT 3 DUAL must be
displayed on the FMA.

A/THR must be used in selected or managed speed.

CAT III B: FAIL OPERATIONAL (CAT 3 DUAL)

A/THR must be used in selected or managed speed.


Alert height..................................................................................................................................... 100 ft

CAT III with DH:


Minimum decision height.............................................................................................................. 20 ft
2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be displayed on the FMA.

CAT III without DH:


2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be displayed on the FMA.

Minimum Runway Visual Range.................................................................................................... 75 m

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

LIMITATIONS (cont.)
AUTOMATIC LANDING

CAT II and CAT III auto-land are approved in CONF 3 and CONF FULL.

‣ GLIDE SLOPE -2.5 °, -3.15 °

‣ Airport elevation at or below 2 500 ft.
‣ At or below the maximum landing weight.
‣ At approach speed (VAPP) = VLS + wind correction.
‣ Minimum wind correction 5 kn.; maximum 15 kn.
Automatic landing is not allowed below -1 000 ft pressure altitude.

Automatic rollout performance has been approved on dry and wet runways, but
performance on snow-covered or icy runways has not been demonstrated.

SHARKLET AIRCRAFT (ANO/ANP/ANQ onwards)

During automatic rollout with one engine inoperative or one thrust reverser inoperative, the
flight crew can use the remaining thrust reverser, provided that:

‣ Only IDLE reverse thrust is used

‣ The crosswind does not exceed 15 kn.

ILS AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS

The automatic landing system’s performance has been demonstrated on runways equipped
with CAT II or CAT III ILS approaches. However, automatic landing in CAT I or better
weather conditions

is possible on CAT I ground installations or when ILS sensitive areas are not protected, if
the following precautions are taken:

✓The airline has checked that the ILS beam quality and the effect of terrain profile before 

the runway have no adverse effect on AP/FD guidance. In particular, the effect of
terrain 

discontinuities within 300 m before runway threshold must be evaluated.

✓The crew is aware that LOC or GS beam fluctuations, independent of the aircraft
systems, may occur and the PF is prepared to immediately disconnect the AP and take
appropriate action, should unsatisfactory guidance occur.

✓At least CAT2 capability is displayed on the FMA, and CAT II/III procedures are used.

✓Visual references are obtained at an altitude appropriate to the performed CAT I

approach, otherwise go–around is initiated.

ENGINE OUT

CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if
engine-out procedures are completed before reaching 1 000 ft in approach.

LESLIE MANCHANDA / R.G. JUL 2018

 AWOPS

“Sunshine is delicious,

Rain is refreshing,

Wind braces us up,

Snow is exhilarating,

Fog is like a comforting blanket;

There is really no such thing as bad weather, ONLY different kinds of
weather.
We cannot change the weather conditions, but we can arm ourselves
with knowledge to cope with it at all times.”

- Leslie Manchanda

LESLIE MANCHANDA / R.G. JUL 2018