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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................3
INTRODUCTION ............................................................................................................................................................3
DEFINITIONS .................................................................................................................................................................3
ALL WEATHER OPERATIONS (AWO) .................................................................................................................................3
LOW VISIBILITY PROCEDURES (LVP)..................................................................................................................................3
LOW VISIBILITY TAKE-OFF (LVTO) ......................................................................................................................................3
RUNWAY VISUAL RANGE (RVR) ........................................................................................................................................3
SVR (SLANT VISUAL RANGE) ..............................................................................................................................................4
CAT II APPROACH ..............................................................................................................................................................4
CAT III A APPROACH ..........................................................................................................................................................4
CAT III B APPROACH ..........................................................................................................................................................4
CAT III C APPROACH .........................................................................................................................................................5
DECISION HEIGHT ...............................................................................................................................................................5
ALERT HEIGHT ......................................................................................................................................................................5
OPERATING MINIMA ..........................................................................................................................................................5
AEROPLANE CATEGORIES ................................................................................................................................................5
MABH ...................................................................................................................................................................................5
FAIL-PASSIVE AUTOMATIC LANDING SYSTEM .................................................................................................................6
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM .....................................................................................................6
FAIL-OPERATIONAL HYBRID LANDING SYSTEM ..............................................................................................................6
OBSTACLE CLEARANCE HEIGHT (OCH) & OBSTACLE CLEARANCE ALTITUDE (OCA)..............................................6
OBSTACLE FREE ZONE (OFZ) .............................................................................................................................................6
ILS CRITICAL AREA ..............................................................................................................................................................7
ILS SENSITIVE AREA ..............................................................................................................................................................7
AIRPORT REQUIREMENTS .............................................................................................................................................7
RUNWAY ..............................................................................................................................................................................7
TERRAIN RESTRICTIONS ......................................................................................................................................................7
FIXED OBSTACLES ...............................................................................................................................................................7
RUNWAY SURFACE .............................................................................................................................................................8
AIRPORT MARKINGS...........................................................................................................................................................8
APPROACH LIGHTING .......................................................................................................................................................8
SURFACE MOVEMENT ........................................................................................................................................................8
RUNWAY LIGHTS .................................................................................................................................................................8
RUNWAY VISUAL RANGE ...................................................................................................................................................8
ILS CATEGORIES ..................................................................................................................................................................9
AIRCRAFT EQUIPMENT REQUIREMENTS ......................................................................................................................9
MINIMUM EQUIPMENT .......................................................................................................................................................9
FLIGHT CREW REQUIREMENTS .....................................................................................................................................9
GENERAL OPERATING RULES ....................................................................................................................................11
CATEGORY II OPERATION ...............................................................................................................................................11
CATEGORY III OPERATION ..............................................................................................................................................12
CAT III OPERATIONS WITH A DECISION HEIGHT (DH): ..................................................................................................13
CAT III OPERATIONS WITH AN ALERT HEIGHT (AH): ......................................................................................................13
CAT III OPERATIONS WITH AN ALERT HEIGHT (AH) AND A DECISION HEIGHT (DH): ................................................14
CATEGORY III OPERATIONS WITH AN ALERT HEIGHT (AH) BUT NO DECISION HEIGHT ............................................14
DECISION REGION (CAT II AND CAT III OPERATIONS) .................................................................................................14
DECISION REGION TRACKING TOLERANCES ...............................................................................................................14
FUNCTION OF THE VISUAL REFERENCE ..........................................................................................................................14
OPERATORS SHOULD NOT CONDUCT CATEGORY II OR III OPERATIONS UNLESS: ..................................................15
USE OF LANDING LIGHTS .................................................................................................................................................15

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NORMAL OPERATING PROCEDURES ........................................................................................................................15

FLIGHT PREPARATION ......................................................................................................................................................15
AIRCRAFT STATUS: .............................................................................................................................................................15
CREW QUALIFICATION/CURRENCY: .............................................................................................................................16
WEATHER INFORMATION:................................................................................................................................................16
FUEL PLANNING: ...............................................................................................................................................................16
APPROACH PREPARATION .......................................................................................................................................16
AIRCRAFT STATUS: .............................................................................................................................................................16
WEATHER INFORMATION:................................................................................................................................................16
APPROACH LIMITATIONS: ...............................................................................................................................................16
ATC FUNCTIONS: ..............................................................................................................................................................16
SEAT POSITION: .................................................................................................................................................................17
CAT II OR CAT III CREW BRIEFING: ..................................................................................................................................17
MONITORED APPROACH PROCEDURES: .....................................................................................................................17
PM (LEFT-SEAT PILOT)-APPROACHING DH: ...................................................................................................................17
THE DECISION-MAKING PROCESS .................................................................................................................................18
IN CAT III OPERATIONS WITH A DH:.................................................................................................................................18
IN CAT III WITHOUT A DH: .................................................................................................................................................19
LOSS OF VISUAL REFERENCES: ........................................................................................................................................19
ABNORMAL PROCEDURES/SYSTEM FAILURES ..........................................................................................................19
DOWNGRADING CONDITIONS......................................................................................................................................20
FAILURES ............................................................................................................................................................................20
LIMITATIONS ...............................................................................................................................................................20
SUMMARY ..................................................................................................................................................................20

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1
LEGAL CAUTION
The material contained in this training program is based on the information obtained from
current national, international and company regulations and it is to be used for training
purposes only. At the time of designing this program contained then current information.
In the event of conflict between data provided herein and that in publications issued by
the authority, the authority shall take precedence.
2
INTRODUCTION
Welcome to the Low Visibility Procedures(LVP) course. This course will cover all the
information about operating in low visibility conditions. During winter months, low visibility
can become an issue which limits the operator’s ability to maintain a normal schedule or
to get clients to and from their destinations. Low Visibility Procedures have been
developed to allow properly trained crews to operate into and out of approved airfields
to keep the operation going in these limited visibility conditions. In this course, we will
cover the basic definitions you will need to know to understand Low Visibility Procedures,
discuss the different types of approaches and departures that can be made based on
the capability of the aircraft, training of the crew and the airport capabilities. We will also
discuss normal and abnormal procedures required when flying in low visibility conditions
while on the line.
3
DEFINITIONS
We need to review a few definitions which will help you understand exactly what and
how Low Visibility Procedures work.
4
ALL WEATHER OPERATIONS (AWO)
All Weather Operations (AWO) is the overall term for Low Visibility Procedures (LVP). The
operation in AWO is attainable for flight operations including taxiing, Low Visibility Take
Off and landing in Category II & III procedures. The term AWO also includes Category I
operations, and taxiing in low visibility.
5
LOW VISIBILITY PROCEDURES (LVP)
Procedures applied at an aerodrome, to ensuring safe operations during Category II and
III approaches and Low Visibility Take-offs.
6
LOW VISIBILITY TAKE-OFF (LVTO)
A take-off where the Runway Visual Range (RVR) is less than 400 m.
7
RUNWAY VISUAL RANGE (RVR)
Per ICAO, Runway Visual Range is the range over which a pilot of an aircraft on the
centerline of the runway can see the runway surface markings or the lights delineating
the runway or identifying its centerline.

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8
SVR (SLANT VISUAL RANGE)
SVR is the range over which a pilot of an aircraft in the final stages of an approach or
landing can see the markings or the lights as described in RVR definition.
9
CAT II APPROACH
ICAO DEFINITION
A category II approach is a precision instrument approach and landing with decision
height lower than 60m (200 feet) but not less than 30m (100 feet), and a runway visual
range not less than 350m (1200 feet)
FAA DEFINITION
A category II approach is a precision instrument approach and landing with a decision
height lower than 200 feet (60m) but not lower than 100 feet (30m), and a runway visual
range less than 2400 feet (800m) but not less than 1200 feet (350m).
EASA DEFINITION
A category II approach is a precision instrument approach and landing with decision
height lower than 200 feet (60m) but not lower than 100 feet (30m), and a runway visual
range not less than 300m (1000 feet).
10
CAT III A APPROACH
ICAO AND FAA DEFINITION
A category III A approach is a precision instrument approach and landing with no
decision height or a decision height lower than 100 feet (30m) and a runway visual range
not less than 700 feet (200m).
EASA DEFINITION:
A category III A approach is a precision instrument approach and landing with a decision
height lower than 100 feet (30m) and a runway visual range not less than 700 feet (200m).
It is worth noting that the EASA considers that CAT III A is always associated with a decision
height (difference with ICAO/FAA).
11
CAT III B APPROACH
ICAO AND FAA DEFINITION
A category III B approach is a precision approach and landing with no decision height
or a decision height lower than 50 feet (15m) and a runway visual range less than 700
feet (200m), but not less than 150 feet (50m).
EASA DEFINITION
A category III B approach is a precision approach and landing with no decision height
or a decision height lower than 50 feet (15m) and a runway visual range less than 700
feet (200m), but not less than 250 feet (75m).

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CAT III C APPROACH

ICAO AND FAA DEFINITION
A category III C approach is a precision approach and landing with no decision height
and no runway visual range limitation. CAT III C operations are not currently authorized
and the EASA does not mention this sub-category.
NOTE FROM ICAO DOCUMENT
Where the DH and RVR do not fall within the same Category, either the DH or the RVR
may determine in which category the operation is to be considered. The operation will
be in the category with the lower minima.
13
DECISION HEIGHT
Decision height is the wheel height above the runway elevation by which a go-around
must be initiated unless adequate visual reference has been established and the aircraft
position and approach path have been assessed as satisfactory to continue the
approach and landing in safety. According to the EASA, the DH recognition must be by
means of height measured by radio-altimeter; however, the FAA leaves the choice for
CAT II DH recognition to any of the following: radio-altimeter, inner markers or barometric
altimeter.
14
ALERT HEIGHT
The alert height is a specified radio height, based on the characteristics of the aeroplane
and its fail operational landing system. In operational use, if a failure occurred above the
alert height in one of the required redundant operational systems in the aeroplane
(including, where appropriate, ground roll guidance and the reversionary mode in a
hybrid system), the approach would be discontinued and a go-around executed unless
reversion to a higher decision height is possible. If a failure in one of the required
redundant operational systems occurred below the alert height, it would be ignored and
the approach continued.
15
OPERATING MINIMA
The limits of usability of an aerodrome for either take-off or landing, is usually expressed in
terms of visibility or runway visual range, decision altitude (DA/DH) or minimum descent
altitude/height (MDA/MDH) and cloud conditions.
16
AEROPLANE CATEGORIES
The criteria taken into consideration for the classification of aeroplanes by categories is
the indicated airspeed at threshold (VAT) which is equal to the stalling speed (VSO)
multiplied by 1.3 or VS1Gmultiplied by 1.23 in the landing configuration at the maximum
certificated landing mass. If both VSO and VS1G are available, the higher resulting VAT
should be used. The aeroplane categories corresponding to VAT values are in the table.
17
MABH
The Minimum Approach Break-off Height (MABH) is the lowest height of the wheels above
the runway at which it is demonstrated that a go-around can be carried out without

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external visual references according to the standard procedure, with an acceptable

level of safety.
18
Monitored Approach
The term Monitored Approach is used for Low Visibility Approach procedure where the
pilot duties are divided. In some cases, with the right-seat pilot being the Pilot Flying until
100 ft. before DA/DH, at which point, if the proper visual cues are available, the left-seat
pilot changes-over from PM to PF and takes over the controls and lands the aircraft; or if
the visual cues are not available before change-over, the right-seat pilot PF, flies the go-
around. (This is one method to fly this type of approach, review your company’s
procedures)
19
FAIL-PASSIVE AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-passive if, in the event of a failure, there is no
significant out-of-trim condition 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.
20
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-operational if, in the event of a failure below alert
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.
21
FAIL-OPERATIONAL HYBRID LANDING SYSTEM
A system which consists of a primary fail-passive automatic landing system and a
secondary independent guidance system enabling the pilot to complete a landing
manually after failure of the primary system.
Note: A typical secondary independent guidance system consists of a monitored head-
up display providing guidance, which normally takes the form of command information,
but it may alternatively be situation (or deviation) information.
22
OBSTACLE CLEARANCE HEIGHT (OCH) & OBSTACLE CLEARANCE ALTITUDE (OCA)
The lowest altitude OCA, or alternatively the lowest height above the elevation of the
relevant runway threshold or above the aerodrome elevation as an applicable OCH,
used in establishing compliance with appropriate obstacle clearance criteria.
23
OBSTACLE FREE ZONE (OFZ)
OFZ: The airspace above the inner approach surface, inner transitional surfaces, and
balked landing surfaces and that portion of the strip bounded by these surfaces, which
is not penetrated by any fixed obstacle other than a low-mass and frangible mounted
and required for air transportation purposes.
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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. Adequate separation
between aircraft on landing or takeoff protects the ILS beam. Maintenance for visual aids
and electronic aids at the aerodrome to ensure both lighting, marking systems and
electronic aid reliability.
25
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 against interference caused by large moving objects outside the critical area
but still normally within the airfield boundary.
26
AIRPORT REQUIREMENTS
ICAO Annex 10 Volume 1, Part 1, Chapters 2 and 3, and attachment C must be complied
with for an airport to meet the appropriate specifications and limitations for LVP.
ICAO regulations prohibit aerodrome operations unless it is approved for such LVP
operations by the state in which the airfield is located.
27
RUNWAY
Runway requirement for low visibility operation is;
 Runway wide should be not less than 150 feet (45 meters).
 There is no specific requirement concerning runway length for an aerodrome to
be CAT II/III approved.
28
TERRAIN RESTRICTIONS
Usually CAT II and CAT III approaches use the radio altimeter to determine the Decision
Height (DH) and the Alert Height for each approach. Therefore, the terrain in front of the
runway threshold must be relatively level. The radio altitude measurement could “unlock”
during the critical phase of the approach, so the required area extends at least 3,000
feet ahead of the runway threshold, and a width 100 feet either side of the extended
runway centerline.
29
FIXED OBSTACLES
Each airfield must meet stringent criteria concerning obstacles on approach, landing or
go-around for runways intended for the use of Category II or Category III approaches
ICAO annexes require that no fixed obstacles or objects, other than visual aids, are
installed on the runway strip within 200 feet (60 meters) of the runway centerline, and
additionally, no mobile objects are permitted in the same area during landing.
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RUNWAY SURFACE
All runways must be porous, coarse (high friction) type, or are grooved if they are going
to be used for CAT III approaches; however, this requirement is not necessary for runways
approved for CAT II approaches.
31
AIRPORT MARKINGS
For CAT II and III operations, airports must have signs and marking systems to control
aircraft movement and aid in taxi operations. Pilots must have knowledge of and
familiarity with these signs and markings. Airport authorities must establish a system for
maintaining these markings.
32
APPROACH LIGHTING
Approach Light system and the strength of the lights is also important for CAT II and CAT
III approaches. Tower personnel normally set the approach lights at strength three (US
airports use strength five). If the lights are set higher than a normal setting, flight crew
should be advised.
33
SURFACE MOVEMENT
A Surface Movement Radar (SMR) system is used at most airports that are equipped for
a low visibility operation. During night and low visibility conditions, and display their
position to ATC, these systems detect aircraft and vehicles on the surface of an airport.
A more modern SMR system, the Advanced Surface Movement Guidance and Control
Systems (A-SMGCS), uses mode-S transponder returns for aircraft tracking, however, this
requires the aircraft transponders must be selected ON for all ground operations at A-
SMGCS airports.
34
RUNWAY LIGHTS
High intensity threshold lights, runway end lights, runway touchdown zone lights, runway
edge lights and runway centerline lights make up the runway lights on runways intended
for use by Category II or III operations.
35
RUNWAY APPROACH LIGHTS
For CAT II operations lead-in lights are mandatory, but are only optional for CAT III
operations. Runway Approach Lights consist of a row of lights on the extended centerline
of the runway which extend over a distance of 300 meters from the threshold (over 900
meters for CAT I). Besides these, the lights the Runway Approach Lights also include two
sides of row lights, extending 270 meters from the threshold, and two crossbars, one at
150 meters and one at 300 meters from the threshold.
36
RUNWAY VISUAL RANGE
Runway Visual Range (RVR) equipment is required for low visibility operations.RVR is a
value based upon a standard intensity light source aimed at a calibrated sensor or
transmissometer located 250 feet (75 meters) away. The transmissometer systems are

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strategically located to provide RVR measurements associated with three basic portions
of a runway:
 The touchdown zone (TDZ)
 The mid-runway portion (MID)
 The rollout portion or stop end
37
RVR is reported in different increments, in Europe and Asia, RVR is reported in 50 meter
increments when the RVR is less than 800 meters and 25 meter increments when the RVR
is less than 150 meters.
However, in North America, RVR values are coded in increments of 100 feet up to 1000
feet, increments of 200 feet from 1000 feet to 3000 feet, and increments of 500 feet from
3000 feet to 6000 feet. These reports are provided to ATC continuously, normally in
intervals less than 15 seconds.
The table shows the RVR reporting increments.
38
ILS CATEGORIES
The Instrument Landing Systems (ILS) provide vertical guidance for aircraft down to an
altitude/height higher or equal to: Category I: 60 meters (200 feet); Category II: 30 meters
(100 feet); Category III: Runway surface, and along the runway for rollout.
39
AIRCRAFT EQUIPMENT REQUIREMENTS
MINIMUM EQUIPMENT
The Aircraft Flight Manual (AFM) and FCOM (Flight Crew Operations Manual list required
aircraft equipment to perform CAT II or III approaches, or automatic landings. The
equipment listed in the AFM is required to be operative, unless permitted by the Minimum
Equipment List (MEL) with associated dispatch conditions indicating that CAT II or III
operations are not authorized.
40
FLIGHT CREW REQUIREMENTS
FLIGHT CREW TRAINING
In order To be qualified for Category II and III approach procedures or conducting Low
Visibility Operations, to include Low Visibility Takeoffs, the flight crews must be trained and
qualified in all aspects of procedures and limitations of LVOs to include ground instruction
and simulator training.
41
LOW VISIBILITY TAKEOFF (LVTO)
Low Visibility Procedures (LVP) must be in force for Low Visibility Take-off (LVTO) where the
RVR is less than 400 m/1300ft. Review this chart to see the requirements for LVTO
requirements:

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42
LVTO Consideration
Before commencing takeoff, the Commander shall satisfy himself that the RVR or visibility
in the takeoff direction is equal to or better than the applicable minimum.
43
When the reported meteorological visibility is below that required for takeoff, and RVR is
not reported, a takeoff may be commenced if the commander can determine that the
actual visibility along the take-off runway is equal to or better than the required minimum.
44
When no reported meteorological visibility or RVR is available, the Commander may
determine that sufficient visual reference exists to permit a safe takeoff.
45
APPLICATION OF RVR
When both RVR and visibility are reported, RVR shall be used to determine the applicable
minimum.
46
The required RVR shall be achieved for all relevant RVR reporting points, except that, for
standard take-off minima only, the reported RVR value representative of the initial part
of the take-off run may be replaced by pilot assessment.
47
OPERATING PROCEDURES FOR LVTO
a) The pilot occupying the left-seat pilot seat shall be the PF.

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b) Prior to commencing any LVTO the commander shall satisfy himself that low visibility
procedures are in force; both pilots are qualified for LVTO; and the MEL status of the
airplane and of the relevant airborne systems does not preclude LVTO
48
LVTO LIMITATIONS
a) Maximum crosswind component 15 kts; and
b) Braking action Medium or better.
c) A LVTO is possible in an RVR below 150 m but not less than 125 m
49
GENERAL OPERATING RULES
The concepts and criteria established by the various regulatory authorities over the past
20 years during which large turbojet aircraft operated safety and successfully to
Category I minima - established the "building block" foundations for today's CAT II and
CAT III operations. Further improvements in ground-based navigation aids, RVR reporting
capabilities, airborne equipment, maintenance standards, and pilot training and
qualification programs permitted incremental reductions in operating minima based on
operating experience, which assured that a high level of safety was maintained. Further
refinements and enhancements to modern flight control systems have led to operating
minima that, in theory, would permit CAT IIIC "zero/zero" minima. This is NOT authorized
only because of problems associated with aircraft taxi operations, and the difficulty of
providing adequate safety services (such as crash, fire and rescue, and collision
prevention) when operating in such reduced visibility. The lowest RVR currently authorized
is 250 feet/75 meters. Further reductions are unlikely unless technology permits the
development of suitable airborne and ground equipment such as forward-looking
infrared or milli-meter-wave radar technology.
50
CATEGORY II OPERATION
The essential difference between CAT I and II operations is that greater reliance must be
placed on the guidance provided by the airborne and ground-based equipment to
deliver the aircraft to a position where the transition from instrument to visual flight can
be accomplished, no later than DH, to safely complete the landing in these reduced
"seeing conditions".
51
The primary objective of CAT II operations is to provide a level of safety equivalent to CAT
I operations, but in weather conditions and associated visual conditions more adverse
than encountered in CAT I operations. To meet these objectives, the instrument
approach procedure must provide a safe and orderly transition from the enroute phase
of flight to a point on final approach (the DH) from which a landing can be made visually,
or a missed approach can be safely executed. Due to inherent limitations in the airborne
equipment used in CAT II operations, and with the instrument guidance available, the
pilot must have sufficient visual references available to maneuver the aircraft manually
from DH to a full-stop landing on the runway.

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The desired level of safety is achieved through:

 Improvements in airborne/ground-based equipment,
 Flight crew training and qualification,
 Additional visual aids to enhance "seeing conditions",
 Criteria to provide additional obstacle/terrain clearance and ILS signal
protection,
 Special operational and ATC procedures and/or limitations.
53
Two basic levels of operating minima are established for CAT II operations. These levels
are: DH 150/RVR 1600 feet (500 meters), and DH 100/RVR 1200 feet (350 meters). Most
runways support the lower minima. However, due to limitations in ground equipment (e.g.
single RVR reporting system), limitations imposed by pre-threshold terrain (e.g. radio
altimeter not authorized), or obstacle clearance limitations in the approach area, the
higher minima may apply. These higher minima may also be imposed during operational
evaluation phases before final approval to the lower minima.
54
CATEGORY III OPERATION
Three basic levels of operating minima have been established and agreed upon
internationally for CAT III operations. These levels are:
 CAT IIIA: RVR 700 feet/200 meters
 CAT IIIB: RVR 150 feet/50 meters
 CAT IIIC: RVR 0
55
The lowest CAT III minima approved for ANY operator are RVR 250 feet/75 meters for
certain operators conducting operations in Europe. The lowest CAT III minima approved
for any U.S. operations by U.S. operators at any airport, several additional levels of
operating minima are established within the basic CAT IIIA and CAT IIIB internationally
recognized levels. The levels most commonly authorized for U.S. operators are (in feet):
RVR 1000, RVR 700, RVR 600, and RVR 300. Most runways approved for CAT III operations
by U.S. operators are approved for minima as low as RVR 600.
56
Most U.S. airports are currently limited to RVR 600 operations due to limitations in the RVR
reporting systems, inadequate CAT IIIB taxiway centerline lighting, and inadequate
operational and ATC procedures to control and regulate aircraft and vehicular
movement in RVR 300 "seeing conditions". However, a few airports in the U.S., and many
airports in Europe have all the safety facilities and services necessary to safely conduct
RVR 300 operations.
57
There are two different and distinct kinds of CAT III operations. They are known as Fail-
Passive or Fail-Operational.
58
Fail-Passive operations are restricted to CAT IIIA weather conditions (DH 50/RVR 700
feet/200 meters). As the name implies, Fail-Passive CAT III systems are permitted to fail
below 100 feet AGL, under certain remote circumstances, IF the flight guidance and

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control system always fails passively (does not disturb the aircraft's flight path when it fails),
and the flight crew immediately receives an aural and visual warning of system failure.
Since a Fail-Passive system is permitted to fail, a DH must be used to assure that, prior to
passing this height, the flight crew establishes external visual reference with the
touchdown zone to determine that the flight guidance and control system is functioning
properly and to assure that the aircraft is being properly delivered to the runway.
59
Extensive research and operational experience have shown that if a Fail-Passive system
fails after DH and prior to touchdown, with the controlling RVR less than 1000 feet, the
external visual cues may not be sufficient to permit the pilot to consistently and safely
manually complete the approach and landing; a go-around, therefore, is mandatory if
the autopilot disconnects prior to touchdown in Category III weather conditions.
60
Fail-Operational operations can be conducted in either CAT IIIA or CAT IIIB weather
conditions. As the name implies, Fail-Operational Systems remain operational even if a
failure occurs. They are designed so that the system remains fully operational following
any failure or combination of failures that are likely to occur after the aircraft passes AH.
All CAT IIIA Fail-Passive operations are conducted in accordance with decision height
(DH) and RVR concepts.
61
All CAT IIIB Fail-Operational operations use an Alert Height (AH).
EASA permits these operations with or without a Decision Height (DH), however, FAA
regulations do not allow an AH and DH to be used together.
62
CAT III OPERATIONS WITH A DECISION HEIGHT (DH):
For operations, which use a DH, the pilot must arrive at a decision, prior to passing the
DH, to either permit the flight guidance and control system to be used to touchdown or
to execute a missed approach. For a DH operation, the external visual information, the
instrument information, and the airborne systems information must be integrated in the
decision region to arrive at a definitive decision no later than at DH. The decision to permit
the flight guidance and control system to continue to direct the aircraft to touchdown
must be based on an assessment that the airborne system is still Fail-Passive, the
instrument information confirms that the tracking performance of the airborne system
meets the decision region tolerances, and the external visual cues confirm that the
aircraft will touchdown within the touchdown zone.
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CAT III OPERATIONS WITH AN ALERT HEIGHT (AH):
For operations with an Alert Height (AH), the pilot must also arrive at a decision, prior to
passing the AH, either to permit the flight guidance and control system to be used to
touchdown or to execute a missed approach. However, in direct contrast to operations
with a DH, this decision must be made on an assessment that the airborne system is still
Fail-Operational and the instrument information confirms that the tracking performance
of the airborne system meets the decision region tolerances. External visual references
are not required prior to touchdown in operations based on the AH concept.

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CAT III OPERATIONS WITH AN ALERT HEIGHT (AH) AND A DECISION HEIGHT (DH):
For operations, which use both an Alert Height (AH) and a Decision Height (DH) (CAT IIIB
Fail-Operational only), the pilot must first confirm that the system remains Fail-Operational
at AH. Having passed the AH, the pilot must then decide, prior to passing the DH, that
external visual cues confirm that the aircraft will touchdown within the touchdown zone.
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CATEGORY III OPERATIONS WITH AN ALERT HEIGHT (AH) BUT NO DECISION HEIGHT
With a fail-operational landing system which incorporates an approved auto roll-out
function, CAT III operations can be conducted with no DH. In this case, the visual
references need to be sufficient to monitor the roll-out and to give an acceptable
probability that there will be sufficient visual references for manual roll-out in the event of
disconnect. An RVR of 400 feet/125 meters is required for these purposes. If the auto roll-
out function is fail-operational, it can be used to a full stop. The visual references need
only be sufficient for taxing. An RVR of 250 feet/75 meters is required for these purposes.
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DECISION REGION (CAT II AND CAT III OPERATIONS)
The decision region is that portion of the approach between 300 feet HAT to either the
DH or AH where tracking performance is critically evaluated to determine if overall
system performance is satisfactory to permit the aircraft to continue to DH, or AH and
then to touchdown. During operations with a DH, the visual scene will normally expand
as the aircraft descends due to geometric and slant range effects, and the pilot must
integrate the instrument and airborne systems information with the visual cues as they
become available.
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DECISION REGION TRACKING TOLERANCES
Within the decision region, the flight crew must be critically aware of the maximum
permissible excursions of the ILS course and glide path deviations from which a landing
can be safely completed. The tracking performance criteria normally used for maximum
displacements within the decision region is +/- 1/3 dot localizer deviation, and +/- 1/2 dot
glide slope deviation, within the decision oscillations about the localizer or glide slope. If
the tracking performance is outside these parameters within the decision region, a go-
around must be executed.
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FUNCTION OF THE VISUAL REFERENCE
The function of the visual reference is dependent on the kind of CAT III operation being
conducted. Obtaining sufficient external visual reference to determine (prior to passing
50 feet HAT) that the flight control and guidance system is properly delivering the aircraft
to the touchdown zone is critical during operations with a DH (all Fail-Passive and certain
Fail-Operational operations). These visual references are necessary for the pilot to
determine that the aircraft is aligned with the touchdown zone and tracking to
touchdown within the lateral limits of the runway. These visual references are also
essential to detect situations where the aircraft would not touchdown within the
longitudinal limits of the touchdown zone. However, the external visual references that

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become available as the aircraft descends during operations with an AH and no DH (Fail-
Operational only) serve only as advisory information to the pilot. During operations
without DH, the pilot IS NOT required to establish visual reference prior to touchdown. The
visual references that are available during these conditions are used only to assess the
performance of the rollout control system, to continue to rollout manually if a Fail-Passive
rollout control system fails, and for taxiing the aircraft once a safe taxi speed is reached.
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OPERATORS SHOULD NOT CONDUCT CATEGORY II OR III OPERATIONS UNLESS:
 Each aeroplane concerned is certificated for operations with decision heights
below 200 feet, or no decision height, and equipped in accordance with EASA or
an equivalent accepted by the Authority
 A suitable system for recording approach and/or automatic landing success and
failure is established and maintained to monitor the overall safety of the
operation;
 The operations are approved by the State Authority;
 The flight crew consists of at least 2 pilots and crew members must be certified
and proficient in accordance with FOM.
 Decision Height is determined by means of a radio altimeter.
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A commander should not use an aerodrome for Category II or III operations unless the
aerodrome is approved for such operations by the State in which the aerodrome is
located. A commander should verify that Low Visibility Procedures (LVP) have been
established, when planning a flight to an aerodrome where low visibility operations can
be expected.
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USE OF LANDING LIGHTS
Use of landing lights at night in low visibility can be detrimental to the acquisition of visual
references. Reflected lights from water droplets or snow may reduce visibility. Landing
lights would therefore not normally be used in Category III weather conditions.
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NORMAL OPERATING PROCEDURES
FLIGHT PREPARATION
The crew should review NOTAMS to make sure that the destination airport still meets visual
or non-visual CAT II or CAT III requirements:
 Runway and approach lighting
 Radio NAVAID availability
 RVR equipment availability,
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AIRCRAFT STATUS:
Check that required equipment for CAT II or CAT III approaches is operative. The required
equipment list is given in the FCOM and in the AFM.
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When the aircraft log book is available, confirm that no write-up during previous flights
affects equipment required for CAT II / CAT III. A maintenance release statement for CAT
II / CAT Ill may be indicated in the log book according to the operator’s policy.
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CREW QUALIFICATION/CURRENCY:
Crew qualification and currency must be reviewed (both CAPT and F/0 must be qualified
and current). To maintain proficiency five LV auto approaches with A/P and must be
performed within the last 6 months: two may be done in the simulator and one may be
done in the aircraft. The Captain must be PF below actual weather condition of DH
200/RVR 550. F/O may be PF for Auto Approach and Landing with weather conditions at
or above DH 200/RVR 550.
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WEATHER INFORMATION:
Check that the weather forecast at destination is within airline and crew operating
minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are
appropriate to the available approach means and at least equal or better than CAT I
minima.
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FUEL PLANNING:
Additional extra fuel should be considered for possible approach delays.
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APPROACH PREPARATION
AIRCRAFT STATUS:
Check on Aircraft System that the required landing capability is available. Although it is
not required to check equipment that is not monitored by the system, if any of this
equipment is seen inoperative (flag), the landing capability will be reduced.
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WEATHER INFORMATION:
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 CAT I.
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APPROACH LIMITATIONS:
Policy regarding an approach ban may differ from country to country. Usually the final
approach segment may not be continued beyond the OM or equivalent DME distance
if the reported RVR is below the published minima for the required transmissometers.
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ATC FUNCTIONS:
Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT 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, the required
RVR values should be transmitted.
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SEAT POSITION:
The correct seat adjustment is essential to take full advantage of the visibility over the
nose. The seat is correctly adjusted when the pilot’s eyes are in line with the red and white
balls located above the glare shield or as established in the AFM for your aircraft.
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CAT II OR CAT III CREW BRIEFING:
The briefing should include the normal items as for any IFR arrival and in addition the
following subjects should be covered prior to the first approach:
 Destination and alternate weather,
 Airfield and runway operational status (CAT II / CAT III, etc.).
 Aircraft systems status and capacity,
 Brief review of task sharing,
 Review approach procedure (stabilized or decelerated),
 Review applicable minima (performance page), go-around procedure, and
callouts
 Brief review of procedure in case of malfunction below 1000ft,
 Optimum seat position and reminder to set cockpit lights when appropriate
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MONITORED APPROACH PROCEDURES:
The standard Category II and III approach procedures for most operators assumes the
use of maximum automatic capacity and an established division of duties.
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In summary, the tasks are shared as follows (follow procedures in your AFM/OPS Manual):
PF (Right-Seat Pilot)-Has hands on the controls and throttles throughout the approach, to
the DA/DH/AH, and if required, flies the GA:
 Sets GA altitude
 Takes manual control in the event of AP disconnection
 Monitors flight instruments
PM (Left-Seat Pilot)- Monitors flight instruments head-down throughout approach, or the
go-around until it is complete
 Calls any deviation or failure warning
 Calls barometric heights as required, and monitors auto call-out or calls radio
heights
 Monitors Flight Management Systems and calls mode indications as required
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PM (LEFT-SEAT PILOT)-APPROACHING DH:
 Starts to look for visual references, progressively increasing external scanning as
DH is approached
 At or before DH, (if his decision is to continue):
 Calls "LANDING" and becomes the PF
 Flies the aircraft to a landing or if visual clues are lost after change-over flies the
go-around

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PM-At DH (identified by aural and visual warning):

 If decision not yet announced by PF, calls "MINIMUM"
 If no response from PF, PM initiates go-around
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IF DECISION IS TO GO-AROUND
PF- Calls "GO-AROUND-FLAPS"
 Initiates go-around by setting thrust levers to go-around position
 Monitors rotation on PFD, cross-checks standby horizon
 Checks positive climb (VSI+ radio alt.)
 Commands configuration changes
PM- Monitors engine instruments
 Monitors flight path on flight instruments
 Selects configuration changes.
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IF LANDING IS THE DECISION
PF (now left-seat pilot)- Calls "LANDING"
 Monitors flare by flight instruments
 Monitors lateral guidance during flare by yaw-bar on PFD
 Monitors thrust reduction and sets thrust levers to idle.
 Monitors ground roll by scanning alternately instrument and external references.
 Selects and controls reverse thrust
 Disengage autopilot when taxi speed is reached.
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THE DECISION-MAKING PROCESS
It should be stressed that the DH is the lower limit of the decision zone during which, in
limiting conditions, the PF will be assessing the visual references. He/She should come to
this zone prepared for a go-around but with no pre-established judgment. He/She should
make his/her decision according to the quality of the approach and the way the visual
references develop as DH is approached.
In Cat II operations the conditions required at DH to continue the approach are: the
visual references should be adequate to monitor the continued approach and landing,
and that the flight path should be acceptable. If both these conditions are not satisfied,
it is mandatory to initiate a go-around.
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The visual references required at DH in Cat II operations to continue the approach may
be any of the following:
 A segment of the approach light system
 The runway threshold
 The touch-down zone.
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IN CAT III OPERATIONS WITH A DH:
The condition required at DH is visual references which confirm that the aircraft is over
the touchdown zone. Go-around is mandatory if the visual references do not confirm this,
or are not adequate to do so. In all precision approaches, a go-around may also be

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necessary if a failure occurs before sufficient visual references are acquired. When the
autoland system is fail-operational, any single failure occurring below AH does not
necessitate a go-around unless the flight path deviates unacceptably.
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IN CAT III WITHOUT A DH:
For this category of operation, the decision to continue does not depend on visual
references, ever though a minimum RVR is specified. The decision depends only on the
operational status of the aircraft and ground equipment. If a failure occurs prior to
reaching the Alert Height, a go-around will be made or the operation reverts to higher
minima. If a single failure occurs below Alert Height, the landing should be continued
unless the flight path deviates unacceptably.
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LOSS OF VISUAL REFERENCES:
Operations with DH - before touchdown:
If the decision to continue has been made and the visual references subsequently
become insufficient (for the appropriate category), or the flight path deviates
unacceptably, a go-around must be initiated.
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ABNORMAL PROCEDURES/SYSTEM FAILURES
See your AFM and operations manual for published actions to take in case of one of the
following abnormal or system failures. A summary of failure cases and associated actions
is given in this section, based on the detailed information provided in this unit. In general,
there are three possible responses to the failure of any system, instrument or element of
the Flight Guidance System during the approach:
 CONTINUE the approach to the planned minima,
 REVERT to higher minima and proceed to a new DH,
 GO-AROUND and reassess the capability.
The nature of the failure and the point of occurrence will determine which response is
appropriate.
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As a general rule, if a failure occurs above 1000 feet AGL the approach may be
continued reverting to a higher DH, at the Captain's discretion and provided the
appropriate conditions are met. In specific cases Cat II, status can be restored by transfer
switching provided the failure occurs above 1000 feet.
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Below 1000 feet (and down to 100 feet, HAT when configuration in fail-operational) the
occurrence of any failure necessitates a go-around, if sufficient visual references are not
yet acquired, and a reassessment of capability. Another approach may then be
undertaken to the appropriate minima for the failure case.
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Following a fail-operational, a single failure below 100 feet does not generally necessitate
loss of capability and therefore, generally does not necessitate a go-around. Another
approach may then be undertaken to the appropriate minima for the failure case.
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DOWNGRADING CONDITIONS
Downgrading from Category III to Category II permitted only if:
 Decision to downgrade is made before 1000 feet AGL.
 RVR at least equal to Category II minima.
 Procedure and Category II minima have been included in approach briefing.
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Downgrading from Category II to Category I permitted only if:
 Decision to downgrade is made before 1000 feet AGL.
 RVR at least equal to Category I minima
 Procedure and Category I minima have been included in approach briefing.
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FAILURES
All failures regarding aircraft system such as engine failure, radio altimeter failure or any
warning on flight displays require your AFM procedures. Please consult your AFM.
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LIMITATIONS
Please consult your AFM and Operation Manual for Low Visibility Procedure Limitations.
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SUMMARY
This program was a brief review of Low Visibility Procedures. This program was not
intended to replace or override your AFM, Operations Procedure Manual or any State
regulations. In this program, we have reviewed some basic definitions of LVP, covered
some general operating rules, and then covered both normal and abnormal procedures
and concluded with some published limitations. Hopefully, you will find this program
informative and helpful.
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End of the course.

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