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Project AS 07/13
Regulation of Low Visibility Operations

Background

There are special requirements on the aircraft operator, aerodrome operator and ATC during low visibility operations at an aerodrome, the aim of which is to ensure that the low visibility operation can be conducted in safety. However, currently these requirements are not all transparent and there are also anomalies. There is also a lack of clear CASA guidance on the matter.

Currently, the requirements pertaining to aircraft operator take-off and landing minima are specified in CAR 257, AIP Enroute 1.5, or as conditions attached to an exemption issued to an airline operator. The standards for aerodrome facilities and procedures are specified in the Manual of Standards (MOS Part 139). The standards for Air Traffic Service are specified in MOS 172, but it does not contain specific low visibility standards or requirements. ATC at each aerodrome develop its own low visibility procedures. ATC only provide the meteorological information to pilots and the decision to conduct a low visibility operation rests with the pilot.

CASA through the AIP, allows IFR (generally RPT) aircraft to take-off with 500m visibility at any aerodrome that has 60m spaced runway edge lights – ATC controlled or non-controlled. MOS Part 139 requirement, in accordance with ICAO Annex 14, is that aerodromes used in take-off below 800m RVR is to be provided with standby power for runway lighting with the capability of 1 second switch over time. In Australia, this is not provided at aerodromes without ATC presence. There may be a case to relax the aerodrome requirement if the standby power facility is not really required to support the take-off operation.

Currently, AIP Enroute 1.5 specified take-off visibility minima down to 500m. Major airlines have been given exemptions to take-off with 400m RVR if the aerodrome edge light spacing is not more than 60m and to take-off with 300m RVR if the runway edge lights and centre line lights were available (light spacing is not indicated in the AIP - Enroute Supplement). The 300m RVR is at variance with ICAO, the JAA and FAA which require runways used in take-off in RVR of below 350m to have Cat II or III aerodrome movement area lighting, viz. high intensity runway edge and centre line lights and taxiway lights. The exemptions are granted to airlines subject to a range of requirements on the flight crew, but no specific requirements on the ATC or the aerodrome operator. CASA has no guidance for issuing such approvals and tying together the aerodrome operators, ATC and the airline operators.

Annex 14 requires the runway holding positions of a runway used in RVR of less than 550m to be provided with stop bars unless appropriate aids and procedures are available to assist in preventing inadvertent incursions of aircraft and vehicles, otherwise the aircraft on the manoeuvring area are to be limited to one at a time, and vehicles on the manoeuvring area are limited to the essential minimum. Currently, there are no stop bars at Australian aerodromes and the ATC do not limit aircraft to one at a time in less than 550 RVR. Appropriate aids and procedures are not defined or documented. Some major aerodrome operators are concerned of possible liability on their part in allowing their aerodromes to be used in RVR of less than 550m with no stop bars, as there is no assurance that appropriate aids and procedures are in place. Currently, at each aerodrome, the aerodrome operator and ATC develop their own procedures. CASA has no guidance tying together the procedures of ATC, aerodrome operators and the airline operator.

Currently, airline operators can only conduct Cat I approach procedures to Cat I minima at Australian aerodromes. Some airline operators have aircraft equipped with Head Up Display (HUD), Enhanced Visual Systems (EVS), or auto-landing capabilities. Both the JAA and FAA have published guidelines for allowing such equipped aircraft to operate to below the Cat I minima at Cat I equipped aerodromes (known as Special Cat II operations), and these airlines are keen to derive these benefits from their aircraft. To allow early introduction of the Special Cat II operations in Australia at aerodromes where the stake holders wish to have such operations, CASA needs to develop appropriate guidelines to clearly set out the requirements for airline operators, ATC, instrument procedure designers and aerodrome operators at aerodromes when such operations are conducted.

Purpose/Objectives

To develop appropriate requirements and guidelines for the conduct of low visibility operations in Australia.

Status

The project was approved by Group General Manager, Air Transport Operations Group, and registered on 2 October 2007.

Project management

Project sponsor: Kim Jones/Peter Cromarty
Project Leader: Jan Goosen

Contact details

Email: Jan Goosen

 

Project AS 07/13