Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA.
It should be noted that in the latter case, surface visibility may be relatively good but the TWR visual control room may be in cloud/fog. An airplane on the ground is at its most vulnerable during the landing and the take-off phases of flight when the options for avoiding action, if an obstruction is encountered, may be very limited. The aircraft is likely to be badly damaged or destroyed if it collides, at high speed, with any sizable object.
Best Practice
Taxi-out for departure and taxi-in after arrival in low visibility conditions is one of the most demanding phases of all-weather operations. The following good practices should be considered for inclusion in the SOPs:
A good briefing for the taxi-out or taxi-in phase (route) is extremely important; the brief of the taxi pattern route should use headings for better orientation;
No paperwork whatsoever shall be done during taxi-out or taxi-in, all checks shall be done at a standstill;
F/O PM must have the taxi chart available during all ground operations during LVP;
If there is any doubt about the position of the aircraft whilst taxiing before take-off or after landing, the flight crew shall stop the aircraft and inform ATC immediately;
ATC shall be asked for guidance in standard English phraseology. ATC can then immediately give the necessary urgent instructions to aircraft about to depart or land; to discontinue take-off or approach as applicable, before taxiing assistance and guidance is offered to the ‘lost’ crew;
Lights can be helpful to make the aircraft visible to others;
Never cross a lit red stop bar;
The runway shall be confirmed by both pilots before any take-off (a/c heading upon entering the runway must match the painted numbers on the runway);
When rejected take-off is carried out the crew must maintain awareness of the runway length remaining using whatever external visual cues are available (relevant runway lighting, signage or markings, remaining runway indication on the Head Up Display and shall bear in mind that:
The aircraft is/may not by visible to the tower controller;
Not all airports have Surface Movement Radar;
It is important to inform the ATC tower once the rejected take-off is completed.
Source: SKYbrary
Comments