(1) For the safety of aircraft operations in conditions of reduced visibility or low cloud, the operator of a controlled aerodrome must establish low-visibility procedures (LVP) in accordance with this Chapter.
Note Aircraft operations at aerodromes during reduced visibility or low cloud conditions present additional hazards to the aircraft and other aerodrome users. As visibility reduces, the ability of air traffic service staff, pilots, vehicle drivers and other personnel to identify hazards and take remedial action in a timely manner becomes limited. In conditions of low cloud, the time available for the pilot of an approaching aircraft to assess the aerodrome environment visually is reduced.
(2) For the safety of low-visibility aircraft departures during conditions of reduced visibility or low cloud, the operator of a non-controlled aerodrome may establish LVP in accordance with this Chapter.
23.02 Development of low-visibility procedures (LVP)
LVP must:
(a) be the subject of proper consultation with any party likely to be affected by them, including aircraft operators, ATC and aerodrome service providers; and
(b) take into account local conditions; and
(c) as a minimum, include procedures for the following:
(i) identifying the specific circumstances in which LVP measures are to be initiated, fully implemented and terminated;
(ii) supporting the nominated rate of aerodrome movements;
(iii) training and authorisation for airside drivers and other personnel to operate airside during the operation of LVP;
(iv) control of airside operations including vehicles, drivers and other personnel;
(v) withdrawal of non-essential vehicles and personnel;
(vi) suspension of routine maintenance on visual and non-visual aids;
(vii) securing airside access and preventing inappropriate or inadvertent entry;
(viii) alerting scheduled air transport operators, emergency services aircraft and other affected organisations to LVP;
(ix) coordination of LVP activities with ATC;
(x) physical checking of lighting installations and warning devices;
(xi) protection of the relevant critical and sensitive areas for ILS and other precision approach aids;
(xii) emergencies;
(xiii) establishing and promulgating a single point from which definitive information about the current status of LVP can be confirmed.
23.03 Implementation of low-visibility procedures
(1) When meteorological conditions are such that all or part of the manoeuvring area cannot be visually monitored from the ATC tower, the aerodrome operator must coordinate with ATC to initiate the aerodrome’s LVP.
(2) At a controlled aerodrome, the aerodrome operator must cooperate with ATC to ensure that LVP are fully implemented before:
(a) for approach operations — the earlier of the following:
(i) the reported cloud ceiling falls below the precision approach CAT I decision height published in the AIP for the runway to be used;
(ii) the visibility falls below the precision approach CAT I RVR minimum published in the AIP for the runway to be used; and
(b) for take-off operations — the reported runway visibility falls below 800m, or RVR on the relevant runway falls below 550 m.
Note: 1. The point at which restrictions on aerodrome operations should be progressively introduced as the weather deteriorates will vary from aerodrome to aerodrome depending on local conditions. The point should relate to a specific RVR or runway visibility measurement in a worsening weather situation and should be based on the rate of weather deterioration and the amount of lead time necessary to implement extra measures.
Note: 2. In order to continue unrestricted operations for as long as possible while weather conditions deteriorate, LVP should be designed to implement most of the ground-based measures in good time, and in certain circumstances before they are absolutely necessary. The final measures should be implemented only when the weather conditions demand it. However, there is potential for misunderstandings to occur as to the status of LVP at the aerodrome. Procedures should ensure that the potential for such misunderstandings is minimised and that there is a single point from which definitive information about the current status of LVPs can be confirmed.
Note: 3. ATC will inform pilots that LVP are in force, but only after:
(a) ATC has verified that all LVP measures at the aerodrome are in place; and
(b) for an aerodrome conducting instrument approach operations with minima less than those for precision approach CAT I or with localiser-guided take-offs — procedures are in place to safeguard ILS critical and sensitive areas.
Note: 4. ATC will normally inform the aerodrome operator when LVP measures must be implemented.
Note: 5. LVP are specific to each aerodrome and may apply to a segment or the entire manoeuvring area as agreed to by the air traffic management service provider.
(3) The aerodrome operator must advise ATC when all aerodrome operator preparations for initiation of LVP are complete.
(4) At a non-controlled aerodrome, LVP must be fully implemented before a pilot performs a low-visibility departure with a runway visibility below 800 m.
(5) For subsection (4), the aerodrome operator must advise the pilot when all aerodrome operator preparations for the initiation of the LVP that are required for low-visibility departures are complete.
23.04 Review of low-visibility procedures
An aerodrome operator must:
(a) regularly review the aerodrome LVP to ensure their continuing relevance and effectiveness; and
(b) for the reviews — consult and cooperate with local ATC and other persons or organisations involved in relevant LVP operations
23.05 Runway visual range equipment
If a runway is intended to support an operation mentioned in a paragraph of a row of column 1 of Table 23.05, then the aerodrome operator must:
(a) ensure that the runway has electronic runway visual range (RVR) equipment in at least the places specified in column 2 of the table corresponding to the type of operation; and
(b) confirm with the ATS provider that the ATC tower has suitable RVR display equipment.
Table 23.05 Electronic runway visual range equipment
Type of operation
Location of electronic RVR sensors
(a) Take-off operation withvisibility < 150 m; or(b) Precision approach CAT III operation.
(1) Touchdown zone (TDZ)(2) Midpoint zone (MID)(3) Stop-end zone (END)
(a) Take-off operation with a 150 m ≤ visibility < 350 m; or(b) Precision approach CAT II operation; or(c) Special Authorisation CAT II operation
(1) TDZ(2) MID or END
(a) Precision approach CAT I operation with visibility < 800 m; or(b) Special Authorisation CAT I operation
TDZ
Note Section 23.05 does not prevent an aerodrome operator from installing RVR equipment to support other operations, or installing RVR sensors in locations other than those mentioned in Table 23.05.
23.06 Standards for runways supporting certain precision approach operations
(1) A runway at an aerodrome must not be nominated for a Special Authorisation (SA) CAT I instrument approach operation unless:
(a) the aerodrome is a controlled aerodrome; and
(b) the runway meets the standards in this MOS for a precision approach runway; and
(c) the runway has electronic RVR equipment in the touchdown zone; and
(d) the runway has a declared landing distance available of at least 1 524 m.
Note: 1. A runway with an existing CAT II, CAT III or SA CAT II precision approach procedure is automatically eligible for SA CAT I instrument approach operations.
Note: 2. CASA recommends that, where possible, the runway should be equipped with an approach lighting system extending over a distance of at least 720 m from the runway threshold, which is either a precision approach CAT I lighting system or a precision approach CAT II and CAT III lighting system.
Note: 3. The operating minima in each case are dictated by the available lighting facilities. Absence of an approach lighting system or a shorter approach lighting system will result in higher RVR minima. See the Manual of Standards (MOS) Part 173 – Standards Applicable to the Provision of Instrument Flight Procedure Design for specific details.
(2) A runway at an aerodrome must not be nominated for an SA CAT II instrument approach operation unless:
(a) the aerodrome is a controlled aerodrome; and
(b) the runway meets the standards in this MOS for a precision approach runway CAT II, except for the following lighting facilities:
(i) a precision approach CAT II and CAT III lighting system;
(ii) runway centreline lighting;
(iii) touchdown zone lighting; and
(c) the runway has electronic RVR equipment in the touchdown zone and at least 1 other zone of the runway; and
(d) the runway has a declared landing distance available of at least 1 830 m.
Note: 1. A runway with an existing CAT II or CAT III precision approach procedure is automatically eligible for SA CAT II instrument approach operations.
Note: 2. CASA recommends that, where possible, the runway should be equipped with an approach lighting system extending over a distance of at least 720 m from the runway threshold, which is either a precision approach CAT I lighting system or a precision approach CAT II and III lighting system.
Note: 3. The operating minima in each case are dictated by the available lighting facilities. Absence of runway centreline lighting, touchdown zone lighting or an approach lighting system will result in higher RVR minima. Also, a shorter approach lighting system may result in higher operating minima. See the Manual of Standards (MOS) Part 173 – Standards Applicable to the Provision of Instrument Flight Procedure Design for specific details.
23.07 Facilities and procedures for conducting runway visibility assessments
For runway visibility (RV) assessments, the aerodrome operator must:
(a) establish a system for using visibility markers or counting runway lights (or both) for assessing runway visibility; and
(b) establish and mark fixed locations from which assessments are to be conducted; and
Note These locations should be near the threshold or midpoint of the runway, for example, the taxiway holding position for the taxiway adjoining the runway threshold, or at a point adjacent to the runway threshold, from which the distance to visibility markers is known.
(c) if runway markers are to be used:
(i) locate visibility markers to be representative of the runway conditions; and
(ii) locate visibility markers within 10° of the runway centreline; and
(iii) provide visibility markers that:
(A) consist of dark objects of suitable dimension or lights of moderate intensity; and
(B) meet the standards in this MOS for structural strength and frangibility; and
(d) produce a visibility markers chart that includes:
(i) the visibility markers used to assess runway visibility, showing their distances in metres and bearings from the point of observation; and
(ii) the identification of the day and night visibility markers in their proper positions by means of the designated symbols listed on the chart; and
(iii) the clear identification of the point of observation; and
(e) if assessments are made by counting runway lights — produce a conversion chart based on the actual spacing of the runway lights; and
(f) include in the aerodrome manual:
(i) the specific procedures for the conduct of runway visibility assessments at the aerodrome; and
(ii) the names of persons authorised to conduct runway visibility assessments.
23.08 Appointed persons conducting runway visibility assessments
An aerodrome operator must ensure that an appointed runway visibility assessor, both before appointment and at all times after appointment, has the following attributes and qualifications:
(a) a distant visual acuity of 6/12 or better in each eye separately, and 6/9 or better binocular (with or without correcting lenses);
(b) a certificate of proficiency in aeronautical radio telephony;
(c) the competence to operate on the manoeuvring area of the aerodrome;
(d) demonstrated competence in the following:
(i) identifying the location of each point of observation;
(ii) identifying the visibility markers for each point of observation;
(iii) identifying the relevant runway edge lights for making a runway visibility assessment;
(iv) using the conversion table and the visibility markers chart;
(v) reporting a runway visibility assessment.
23.09 Conducting runway visibility assessments
(1) Runway visibility assessments must be conducted without using any optical devices to enhance normal distance vision.
Note The term “optical devices” does not include spectacles or contact lenses that the person usually wears for normal distance vision.
(2) The appointed RV assessor conducting the runway visibility assessment must:
(a) not, at any time, make the observations through a window, unless it is otherwise impossible to make the observations; and
(b) make the assessment from a nominated observation point; and
(c) carry out the observation by:
(i) establishing the farthest visible runway edge lights or visibility markers that can be seen and identified; and
(ii) determining the distance, in metres to the nearest 50 m increment, using the conversion table or the visibility markers chart; and
(iii) immediately reporting to the ATS facility that serves the aerodrome, if available, or to the person who requested the report, the runway visibility along the specified runway using the following format:
RUNWAY VISIBILITY, RUNWAY [runway number], THRESHOLD [distance assessed in metres] {if applicable: MIDPOINT [distance assessed in metres]}, ASSESSED AT [time] UTC; and
(iv) if the runway visibility varies during the assessment, report the lowest value observed; and
(d) not report any weather phenomena that are reducing the runway visibility (other than a runway visibility assessment in accordance with section 23.07) unless the assessor is:
(i) authorised as a meteorological observer by, or on behalf of, the person who occupies, or for the time being holds, the position of Director of Meteorology under the Meteorology Act 1995; or
(ii) approved for the purpose by CASA, in writing; and
(e) limit reports to the following range of values:
(i) lower limit — 350 m;
(ii) upper limit — 1 500 m; and
(f) if the runway visibility is below 350 m — report the runway visibility as “less than 350 m”.
(3) An RV assessment may only be provided to a pilot if the assessment was conducted within the previous 20 minutes.