Winter Refresher 2007/08

Winter Refresher 2007

Contents
Introduction Low Visibility Operations Cold Weather Operations Appendix
SNOWTAM Decode Runway Approach Light Systems

Not for Real World use

Winter Refresher 2007

Introduction
As we move towards the winter I thought this would be a good time to go through Low Visibility Operations to refresh our knowledge of what is required of us as pilots as well as exploring some of the regulatory requirements. This does not replace the operations manuals of BA Virtual aircraft as there are a wide range of aircraft being used by BAV pilots ranging from the basic Flight Simulator aircraft to high-fidelity add-ons. Instead I have tried to outline the basic operating techniques that are required; these are in-line with real-world British Airways and JAR-OPS policy. I have not included a comprehensive section on Cold Weather Operations as these are not really relevant to Flight Simulator; instead Ive outlined some of the considerations with regard to operating in icing conditions. When reading this refresher pilots should make reference to any Operations Manuals they may have for their chosen aircraft, most of the add-on products include details of how to operate the aircraft during an autoland. If you have any questions or queries regarding this material then please ask them in the Training section of the BA Virtual forums and I will endeavour to answer them. Happy Flying James Niven B757/B767 Training Captain

Not for Real World use

Winter Refresher 2007

Low Visibility Operations

Not for Real World use

Winter Refresher 2007

Operating Policy
Take-Off
Take-off in RVR below 400M requires that pilots are LVO qualified and that LVPs are in force. Before Take-off the commander will satisfy himself that the prevailing conditions will not prevent a safe takeoff and departure. He must also satisfy himself that the RVR or visibility in the take-off direction is equal-to or better-than the applicable minima. When Touchdown Zone RVR is not reported the Commander may assess this from the flight deck. Met visibility must not be factored to devise an equivalent RVR.

Take-off Ban
Take-off is not permitted if any of the following is below the relevant minima 1. The RVR assessed by the Captain from the flight-deck immediately prior to take-off 2. The reported Touchdown zone RVR or Met Visibility (Pilot assessment of RVR will always override the reported Touchdown zone RVR or Met visibility) 3. The Mid-Point RVR where reported 4. The Stop-End RVR (if specified) 5. The cloud ceiling (if specified)

Take-off RVR Minima

Facilities Nil (Day Only) (Note 1) Runway Edge Lighting and/or centreline marking Runway Edge and Centreline Lighting Runway Edge, Centreline Lighting and multiple RVR information Runway Edge and 15M centreline lighting, multiple RVR information when specifically authorised by the CAA (Note 3) Runway Edge and 15M Centreline Lighting, multiple RVR information and electronic guidance (eg PVD or HUD) when specifically authorised by the CAA RVR/Visibility 500M 250M/300M (Cat D Aircraft) 200M/250M (Cat D Aircraft) 150M/200M (Cat D Aircraft) 125M/150M (Cat D Aircraft) 75M (B767/B777 only 100M (B747 only)

Note 1: For night operations at least Runway Edge and Runway End lights are required Note 2: With basic facilities the required RVR value must be achieved for all relevant RVR reporting points with the exception of the Touchdown Zone RVR which may be replaced by pilot observation. Note 3: the required RVR must be achieved for all relevant reporting points. Where a visual assessment is conducted a 90M visual segment is required at the start of the take-off run.

Take-off State Specific Rules

Take-off Minima in USA
Facilities High Intensity Runway lights or Runway Centreline lights or Runway Centreline Markings or (if daylight) the runway is marked such that the pilot can maintain adequate visual reference throughout the take-off run Runway Centreline lights and two RVR reporting systems (both are required and are controlling) Runway Centreline lights and Runway Centreline markings and two or three RVR reporting systems (all are required and are controlling) Ceiling/Visibility/RVR Nil/Visibility 0.25SM or 1600ft RVR (Note 1)

Nil/RVR1200ft (Stop-end RVR1000M) (Note 2) Nil/Touchdown Zone 600ft, Mid Point and Stop-end RVR 600ft (Note 3)

Note 1: The Touchdown zone RVR Report if available is controlling Note 2: Mid-point RVR may be substituted for Touchdown Zone RVR or Stop-end RVR if either is available Note 3:Where only 2 RVR systems are installed the touchdown zone and rollout RVRs are required and controlling.

Not for Real World use

Winter Refresher 2007

Take-off Minima in Canada

The following are approved at all airfields unless higher values are specified Facilities High Intensity Runway Lights or Runway Centreline lights or Runway Centreline Markings High Intensity Runway lights and Runway Centreline lights and Runway Centreline Markings and Touchdown and Mid-point RVR reporting systems (both of which are required and controlling) Ceiling/Visibility/RVR Nil/0.25SM or RVR1200ft Nil/RVR 600ft

Approach
Cat 1 Autoland
Where LVPs are not in force autolands may be performed using the relevant CAT 1 decision altitude on approved runways (approval can be assumed where CAT2 or 3 minima are published in the relevant flight guide eg Navigraph). Crews must be alert to the possibility of poor performance.

Cat 2 and Cat 3 Approach Procedures

A Category 2 or 3 approach using the appropriate RVR minima may only be commenced if the appropriate aerodrome operating minima are published in the relevant flight guide (eg Navigraph), the pilot is qualified for LVOs and the commander has satisfied himself that the approach and landing can be safely carried out with regard to the status of ground landing aids and the status of the aircraft.

Instrument Approach Ban

Whilst making an approach to land an aircraft shall not continue a precision approach below 1000ft or a nonprecision approach beyond the Final Approach Fix (or below 1000ft if there is no FAF) if a the time it arrives at that position: 1. The Touchdown Zone RVR or Visibility is reported to be below the appropriate minimum as specified in the relevant flight guide (eg Navigraph) 2. The mid point RVR (where reported) is blow 125M or the Touchdown zone RVR minima if that is lower 3. The stop-end RVR (where reported and required) is below 125M or the Touchdown zone Minima if that is lower The last RVR received before 1000ft (or the FAF) controls the approach, after passing 1000ft any RVR information received is for information only. If the visibility does deteriorate after descending below1000ft the aircraft may continue to DA/H where a visual assessment of the visual reference can be made.

Instrument Approach Ban in USA

Whilst making an approach to land and aircraft shall not continue on a precision approach below 1000ft AAL or a non-precision approach beyond the FAF (or below 1000ft if there is no FAF) if at that point the touchdown zone RVR is lower than the published approach minima and the other values are in accordance with the following:

Not for Real World use

Winter Refresher 2007

Type of Approach Non-precision Category 1 Category 2 Category 3A Category 3B

Required Touchdown Zone RVR Published minima Published minima/1800ft Published minima/1200ft Published minima/700ft Published Minma/300ft

Required Mid-point RVR Advisory Only Advisory Only Advisory Only 700ft 300ft

Required Roll-out RVR Advisory Only Advisory Only Advisory Only Advisory 300ft

Note: Required Touchdown Zone RVR column includes absolute system minima

Instrument Approach Visual Reference Required

At or below the DA/H an approach shall be discontinued by an immediate Go-Around unless visual reference requirements remain satisfied. 1. Cat 1 ILS, PAR, RNAV or Non-Precision Approach At least one of the following visual references for the intended runway must be distinctly visible: Elements of the approach light system The threshold The threshold markings The threshold lights The threshold identifier lights The visual glide-slope indicator The touchdown zone or touchdown zone markings The touchdown zone lights Runway edge lights 2. Cat 2 Operation A segment of at least 3 consecutive lights being The Centreline light of the approach lights The runway Centreline lights The runway edge lights Any combination of the above The visual reference must include a lateral element of the ground pattern eg approach lighting crossbar 3. Cat 3 Operation For Cat 3A operations a segment of at least 3 consecutive lights being The Centreline light of the approach lights The runway Centreline lights The runway edge lights The touchdown zone lights Any combination of the above For Cat 3B operations with a decision height at least one centreline light. For Cat 3B operations with no decision height there is no requirement for visual contact prior to touchdown.

Not for Real World use

Winter Refresher 2007 Failed or Downgraded Equipment effect on landing minima

Table 1a
Failed or downgraded equipment ILS Standby Transmitter Outer Maker Middle Marker Touchdown Zone RVR Assessment System Mid-point or Stop-end RVR Anemometer for runway in use Ceilometer Effect on landing minima CAT 3B CAT 3A CAT 2 CAT 1 Not Allowed No Effect No Effect (if replaced by equivalent position No Effect May be replaced by midpoint RVR if allowed by state. RVR may be reported by human observation No effect No effect if other source available No effect No effect Non Precision Not applicable No effect (unless used as MAPt)

Table 1b
Failed or equipment downgraded Effect on landing minima CAT 3B CAT 3A Not allowed for operations with DH > 50ft No effect No effect No effect Not allowed Day only RVR 300M day only CAT 2 Not allowed Not allowed CAT 1 Non Precision Minima as for basic facilities Minima as for basic facilities Minima as for intermediate facilities Minima as for CAT 1 Basic No effect facilities Minima as for basic facilities

Approach Lights Approach Lights except the last 210M Approach Lights except the last 420M Standby power for approach lights Whole runway light system Edge Lights Centreline lights Centreline light spacing 30M Touchdown Zone Lights Standby power runway lights Taxiway lights for

RVR 150M RVR 200M day, 300M night

RVR 300M day, 550M night No effect RVR 300M day, 550M night

No effect

No effect

Not allowed No effect

No effect

Aerodrome Operating Minima

Category 2 Operations General A category 2 operation is a precision instrument approach and landing using ILS or MLS with: 1. A decision height below 200ft but not lower than 100ft and 2. A runway visual range of not less than 300M Visual Reference See visual reference data above Required RVR The lowest minima to be used for a Category 2 operation are as follows Decision Height Auto-Coupled to below DH RVR for CAT A,B and RVR for CAT D C 100ft 120ft 300M 300M 121ft 140ft 400M 400M 141ft and above 450M 450M Category 3 Operations General

Not for Real World use

Winter Refresher 2007

Category 3 operations are sub-divided as follows 1. Cat 3A operations A precision instrument approach and landing using ILS or MLS with a decision height lower than 100ft and a runway visual range not less than 200M 2. Cat 3B operations A precision instrument approach and landing using ILS or MLS with a decision height lower than 50ft or no decision height and a runway visual range lower than 200M but not lower than 75M Visual Reference See visual reference data above Required RVR The lowest minima to be used for a Category 3 operation are as follows:
Flight Control System/RVR Fail Passive Fail Operational Without With roll-out Rollout system control system Fail Passive 200M Not authorised Not authorised 200M Not authorised Not authorised 200M 125M Not authorised guidance Fail Operational 200M 75M 75M or

Approach Category CAT 3A CAT 3B CAT 3B

Decision Height Less than 100ft Less than 50ft No DH

Note that this table show the effect of a downgrading a fail operational autopilot system to a fail passive system on the right-hand side.

Not for Real World use

Winter Refresher 2007

General Considerations
Introduction
Low visibility procedures affect the way we operate from the flight-planning stage all the way through to shutdown and careful consideration needs to be given to each area of a flight. I included the previous section that details the JAR-OPS (and US/Canada for our long-haul pilots) regulations on LVPs, I grant that it is a bit dry but an understanding of the minima is essential for safe Low Visibility Operations. Im going to try to take a practical approach to this refresher so I will go through each of the stages of a typical flight in-turn highlighting any special considerations. Autolands and approach minima often confuse, the thing to remember is that an aircraft that is capable of flying a coupled ILS approach to a landing can do so in any weather conditions. When the weather deteriorates below the Category 1 minima (200ft cloud base and/or 550M RVR) a lower minima is required and this can only be operated to if the aircraft and runway are certified. The lower minimas are Category 2 (100ft DH/300M RVR), Category 3A (50-100ft DH/200M RVR) or Category 3B (No DH or 0-50ftDH/75M. Generally whenever an autoland is carried out the lowest available minima is used, this means that if you were planning an autoland on a runway which is certified for CAT 3B operations you will use the CAT 3B minima (aircraft status allowing) even if the weather is CAVOK. If you were planning to autoland on a runway that was only cleared for CAT 1 operations then you would use the Category 1 approach minima i.e. you could not descend below 200ft or land in an RVR of less than 550M.

Pre-flight
During the planning stage of any flight ask yourself the following questions: Do I need a take-off alternate? Is a destination alternate required? Is an extra destination alternate required? Does the weather at destination and the alternate(s) meet the planning minima? If a diversion is a possibility is the alternate commercially and operationally acceptable? Do we need to carry any extra fuel? Where Low Visibility Operations are in-force the answer to most of these questions may be yes! Do I need a Take-off Alternate? JAR-OPS says that a take-off alternate is required if it would not be possible to return to the aerodrome of departure for meteorological or performance reasons based on the weather conditions at the time of departure. Consideration of an engine failure must be given and normal operating minima apply, given that the majority of the British Airways fleet is not cleared to for single-engine autoland during LVOs a take-off alternate will most likely be required. The take-off alternate will be located within 60 minutes of the single-engine flying speed for twinengined aircraft or 120 minutes at the one engine inoperative speed for 3 and 4 engine aircraft. Planning Minima and time windows must be used to assess the suitability of a take-off alternate. Is a Destination Alternate required? It is British Airways policy to plan for a destination alternate (except for isolated airfields). However, under JAR-OPS a destination alternate is not required if: 1. The duration of the planned flight from take-off to landing does not exceed 6 hours and two separate runways are available and the meterological conditions prevailing are such that from 1 hour prior to the expected time of arrival to 1 hour after the ceiling will be 2000ft or Circling Height+500ft (whichever greater) and the visibility is at least 5km The destination is isolated and no adequate destination alternate is required

2.

Planning Minima must be used to select the alternate airfield. Is an extra destination alternate required?

Not for Real World use

Winter Refresher 2007

Where the forecast indicates that the prevailing weather at the destination will be below the planning minima or where no meteorological information is available 2 destination alternates are required. This will typically be the case for destinations that are forecast to be using LVPs during the arrival window or for long-haul destinations where little or no met information is disseminated. Planning minima must be used to select the alternates and fuel loaded to cover the higher of the two fuel requirements. If a diversion is a possibility is the alternate commercially and operationally acceptable? Where the weather at the destination is forecast to be poor and a diversion will be a possibility the commander should give consideration to the alternate(s) that have been selected. There are two types of destination alternate: Technical Alternate and Commercial Alternate. Technical Alternate used where the forecast weather etc for the destination indicates that a diversion is unlikely a technical alternate should be selected. This may be an airfield close to the destination and although it must be suitable for use there may be a lack of facilities in the event of a diversion. Commercial Alternate where the forecast indicates that a diversion may be likely due to weather or other circumstances (runway closure, ATC delays, etc) a commercial alternate should be selected. This is an airfield where facilities exist to handle and disperse the passengers, where BA staff or representatives may be present. It will often be a BA served airfield. Do we need to carry any extra fuel? Where LVOs are in force or are expected careful consideration should be given to uplifting more fuel that is legally required to complete the flight. For example during LVOs Air Traffic Control delays can require extensive holding both on the stand and on the way to the holding point, allowance should be made to the taxi fuel figure to account for this. Where LVOs are expected at the destination extra holding fuel should be considered for both enroute and terminal holding, due to the extra distance required between landing aircraft during LVPs flow rates will suffer greatly. Commanders should consider that any extra fuel loaded above the planned figure will result in a burn penalty of 3% of the extra fuel per hour (eg over a 5 hour flight up to 15% of uplifted fuel will be burned). At high traffic destinations up to 1 hour extra holding fuel should be considered and low ATC flow rates may still affect the destination even after the weather has started to clear. Whilst were in the crewroom we could also check the AIS/NOTAMS for our departure and destination. Is the runway and visibility suitable for a departure? Is the destination certified and open for CAT2/3 operations and is all equipment serviceable? Is the aircraft cabable of operating to the required minima? Am I qualified to operate in LVOs? Is the runway and visibility suitable for a departure? As can be seen from the Operating Policy section depending on the runway markings and lighting different take-off minima may apply. NOTAMed equipment failures are not likely to be an issue to the readers of this document but not all runways in the world are equipped with full runway lighting. Careful reading of the runway information in your flight guide will be necessary to determine which take-off minima apply. Is the destination certified and open for CAT2/3 operations and is all equipment serviceable? The flightguide should be consulted to determine whether or not the destination runway is certified for CAT2 or 3 operations and the required minima should be checked against the forecasts. Again equipment failures dont affect us in the same way but the NOTAMs can be checked to determine if all the ground components are fully serviceable, if necessary the Downgraded or Failed equipment tables can be consulted. Is the aircraft capable of operating to the required minima? Not all British Airways Virtual aircraft can operate to the lowest minima, the 737 fleet is limited to Cat 3A for example. Aircraft defects will not really be an issue at this stage but these would be

Not for Real World use

Winter Refresher 2007

checked at this stage to determine the capability of the aircraft. Aircraft that can operate to the lowest minima will be given priority during LVPs so determining this early is a priority. Am I qualified to operate in LVOs? Flight crews require certification to operate in LVOs. Following initial certification regular 6 monthly checks are required as is a practise autoland during line flying. The initial certification involves using an approved simulator to conduct a minimum of 8 approaches and/or landings, some approaches will have some form of failure that may affect the ability of the aircraft to continue the approach using the lowest minima (eg generator failure, rad-alt failure) or may require a go-around (eg excessive localiser deviation). In addition to be certified to operate to the lowest applicable takeoff minima a normal take-off, take-off with an engine failure between V1 and V2 and a take-off with an engine failure below V1 resulting in a rejected take-off will be required. Crews are also expected to be familiar with the runway lights and markings, taxiway lighting, CAT2/3 holding point markings and their location. The spacing between runway edge lights or runway centreline lights is critical to determining the touchdown zone RVR, for example on the Airbus fleet prior to departure on a CAT3 equipped runway a 90M visual segment is required so 6 centreline lights must be seen.

At The Aircraft
Carry out your normal pre-flight checks but be alert to the fact that fog when combined with low temperatures may give a risk of icing problems. Prior to despatch check the any known defects against the Minimum Equipment List for your aircraft for any autoland restrictions. The take-off vital data should be prepared with a full-thrust departure in mind allowing for any anti-icing corrections, a full-thrust departure is recommended in low visibility conditions as it gives minimum time on the runway. A thorough briefing is essential when operating under LVPS, review the airfield LVP brief for special procedures (eg mandatory taxi routes, special phraseology). Use the aerodrome or taxi chart to review the expected taxi route, position of CAT2/3 holding points and any ILS sensitive areas. Consider what your actions will be in the event of an emergency on the runway including the rejected take-off drill and consider your actions following getting airborne with a serious problem. Particular consideration should be given to whether an immediate return is possible or a departure alternate will be required. Prior to requesting start-up inform ATC that a CAT2/3 landing will be possible at destination if it is operating under LVPs, this will ensure priority will be given to the aircraft where airfield slot delays are being used.

Taxiing
Consider the use of bright lighting when taxiing (white strobes, landing lights), in poor visibility you can expect to see bright lights well before unlit or poorly-lit lights (aircraft wingtips or tails for example). The greatest distance a white painted aircraft that is visible in100M RVR is about 50M and navigation lights do not show up well from certain angles. Taxi slowly making maximum use of the ADI groundspeed readout to assist with speed control and use the MAP view/compass to assist with orientation. The aerodrome or taxi chart can be helpful to maintaining positional awareness as well as helping to anticipate turns. If in any doubt as to the aircraft position STOP and request assistance. Do not allow the aircraft to cross the CAT2/3 holding position until cleared to do so by ATC. Ensure the ILS is tuned and identified, the ILS localiser display can be used to assist in identifying the correct runway and finding the runway centreline.

Take-off
On aircraft fitted with PVDs or other enhanced systems ensure these are operating correctly before entering the runway.

Not for Real World use

Winter Refresher 2007

As the aircraft is lined up with the runway particular care must be given to identifying the runway centreline and not lining up with the runway edge lights. Check that the minimum number of runway lights is visible (see table below) and the reported RVRs are not below the applicable minima. Centreline spacing 15M 30M 4 2 6 3 8 4 10 light 50ft

RVR 75M 125 M 150 M 600ft

When cleared for take-off be alert for correct acceleration indications, use the centreline lighting or markings for directional guidance, as the speed increases these will tend to stream making directional control easier.

Rejected Take-off
In the event of a rejected take-off monitor autobrake and reverse carefully for any abnormal operation. As the speed decreases directional control will become more difficult. When the centreline lights change from alternate red/white 900M of runway remains, continuous red lights appear with 300M remaining, if in any doubt to the stopping ability of the aircraft full manual braking and maximum reverse must be used. If the situation permits vacate the runway fully and inform ATC as quickly as possible keeping them updated on the aircraft situation and position.

In-flight
When operating to an airfield where LVPs are in use CAT2/3 equipped aircraft will have priority, ensure ATC are informed. Obtain weather for destination and alternate aerodromes on a regular basis, for online flights BAV ACARS will automatically receive destination and filed alternate weather during your flight, otherwise the Squawkbox .METAR ICAO can be used. If possible obtain expected delay time from the ARTCC prior to descent, keep a close eye on the expected fuel remaining prior to reaching the holding facility. Prior to commencing the approach complete the relevant low-visibility procedures using the relevant CAT2/3 charts. In addition to the standard considerations this should include a review of the expected airfield lighting, anticipated runway turnoff and subsequent taxi route, the standard callouts and indications that are expected as well as checking all baro and radio altimeter bugs. Where available the autoland checklist/aide-memoire must be completed, this determines the operating capability of the aircraft and is fleet specific.

Approach
On first contact with the approach controller include the phrase Request CAT2/3 Approach, this is important as the protections that are applied to CAT2/3 operations may be relaxed if the weather improves to CAT1. Attention should be paid to the approach ban requirements, if the weather is below minima prior to reaching 1000ft agl the approach must be discontinued. Where RVRs are not available the reported Met Visibility may be factored as shown below Multiply Met Vis by Day Night

Lighting Elements in use

Not for Real World use

Winter Refresher 2007

Hi Intensity Approach and runway lighting Any other type of lighting No Lighting 1.5 1.0 1.0 2.0 1.5 N/A

Whilst weather deterioration below 1000ft agl can be ignored, equipment failures that downgrade the capability of the aircraft cannot and as a result it is vital that the autoland status of the aircraft be monitored at all times. Most BA aircraft that are capable of an autoland will display the capability of the aircraft through the PFD or Autoland Status Annunciator, you should be familiar with the terminology; Boeing fleets use a custom indication LAND3/2/NO AUTOLAND - and Airbus display the current capability of the aircraft in terms of minima category CAT3DUAL/CAT3SINGLE/CAT2/CAT1. The meaning of these indications is shown in the following tables: Boeing Approach Category ILS Cat 3 No DH ILS Cat 3B ILS Cat 3A ILS Cat 2 or CAT 1 Airbus Approach Category ILS CAT 3 No DH ILS CAT 3B ILS CAT 3A ILS CAT 2 ILS CAT 1 Minimum ASA status LAND 3 LAND 3 LAND2 LAND2

Minimum Autoland Status CAT 3 DUAL CAT 3 DUAL CAT 3 SINGLE CAT 2 SINGLE CAT 1 SINGLE

It is not necessary or desirable to have an intimate knowledge of how an equipment failure may affect the autoland status for your aircraft as some failures are not annunciated but may affect the autoland status failure of the centre rad alt for example will downgrade a 757/767 to from LAND 3 to LAND 2. Instead pilots should rely on the autoland status to tell them whether the approach can be continued in the event of a failure and revert to higher minima if required. Where a reversion to a higher minima is required pilots should consider whether or not it is appropriate to rebug the DH or whether it would be prudent to make the decision at the relevant rad alt call. On first contact with the tower inform them that you are making a CAT2/3 approach as in rapidly improving conditions LVPs and their protection may be abandoned in order to improve the flow rate.

Go-Around
In the event that the required visual reference is not obtained at DH/MDA the standard published missed approach should be flown. During the missed approach be alert for any changes to the autopilot status, especially if an engine has failed. If the approach was not discontinued because of a lack of visual contact or aircraft failure the crew should seek to establish the reason from ATC (eg excessive localiser deviation or failure of ground equipment) and assess whether another approach can be conducted. Crews should be aware of the fact that a go-around will not necessarily result in an immediate subsequent approach as the aircraft will have to be fitted into the traffic pattern again. If the approach was discontinued due to lack of visual reference obtain updated weather and consider the fuel situation, if there has been no significant improvement and none is forecast then it may be prudent to think about an immediate diversion to the alternate airfield. If another approach is attempted then consider what actions will be necessary in the event that that approach is also discontinued eg immediate diversion, fuel status for final attempt.

Landing

Not for Real World use

Winter Refresher 2007

The following shows what visual reference can be expected at lowest minima for the different approach categories, note that visual reference is not required prior to touchdown for CAT3B and may not be obtained until nose wheel touchdown.

Category 1 200ft/550M

Category 2 100ft/300M

Category 3A 50ft/200M

Category 3B 0ft/75M

Apply reverse thrust as required. Depending on the autopilot fitted the autopilots will track the runway centreline, if so do not be in a hurry to disconnect the automatic steering and brakes. Runway distance to go is indicated by coded centreline lighting, with 900M to go these change to alternate Red/White, with 300M to go. If required the autobrake setting can be increased or manual braking used. Do not report vacated until the aircraft has cleared the ILS sensitive area as shown on the aerodrome booklet. It is important to be fully aware of the exit used to provide a reference for the taxi routing and reduce the possibility of getting lost. The previous guidance on taxiing applies equally to the taxi in, be alert when turning onto stand as stand guidance may not be visible from the turn in point.

Not for Real World use

Winter Refresher 2007

Cold Weather Operations

Not for Real World use

Winter Refresher 2007

General Considerations
Icing Conditions Definitions
Icing Coniditons Exist When During ground operations, take-off, initial climb or go-around, OAT is 10 degrees C or below Inflight TAT is 10 degrees C or below And visible moisture in any form is present with visibility less than 1500M or when standing water, ice, snow is present on ramps, taxiways or runways.

Ground De-icing
Any deposits of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically affect its flying qualities, frozen deposits may jam flight control surfaces and engine and apu performance may deteriorate due to the ingestion of snow or ice. Ice may also form on external surfaces due to cold-soaking in conditions above 0 degrees C. The commander is responsible for determining that all surfaces are clear of frost, ice or snow deposits prior to take-off and in cold weather this can be accomplished by de-icing or anti-icing the aircraft. Generally, BAV pilots can assume that any necessary ground de-icing has taken place prior to despatch and that the hold-over times of the fluid used will be sufficient to allow take-off within a reasonable time frame. Where this assumption is not made pilots will need to determine the time when de-icing was completed, which fluid mix was used and the subsequent hold-over times from the tables provided. At some airfields de-icing is carried out at central areas close to the runway holding point in order to minimise the delay between de-icing and take-off. Where de-icing is going to take place pilots should ensure that the procedures associated with their aircraft are met, these will include but are not limited to: Ensure that Air Conditioning/APU bleed is selected OFF Engines are shut-down (where local procedures allow they can be left at idle thrust but air supplies to the air conditioning must be set OFF) Flaps and slats are retracted The horizontal stabiliser on 737 aircraft is set to full nose down All doors and windows are closed (where de-icing is taking place on stand with passenger doors open de-icing can be carried out well away from the open door)

Holdover Times
Holdover times can be estimated from the following table, pilots should be aware that these are estimates of the protection available in moderate to light precipitation, the actual protection may vary and commanders must ensure that the aircraft surfaces are clear of deposits prior to take-off.
OAT Type of Fluid Fluid/Water Mix 100/0 Type II 50/50 Type II 100/0 Type IV 50/50 Type IV 100/0 Type II 50/50 Type II Type IV 100/0 Type IV 50/50 100/0 Type II 75/25 Type II Type IV 100/0 Type IV 75/25 Type II 100/0 Type IV 100/0 Active Frost 12 hrs 3 hrs 12 hrs 3 hrs 8 hrs 3 hrs 12 hrs 3 hrs 8 hrs 5 hrs 12 hrs 5 hrs 8 hrs 12 hrs Freezing Fog 35-90 15-30 75-150 15-35 35-90 15-30 75-150 15-35 20-65 20-55 20-80 25-50 15-20 15-40 Estimated Hold Over time Snow/Snow Freezing Grains Drizzle 20-55 5-15 35-75 5-15 20-45 5-15 35-75 5-15 15-35 15-25 20-40 15-35 15-30 15-30 30-55 5-15 40-70 10-20 30-55 5-15 40-70 10-20 15-45 15-30 20-45 15-30 Light Freezing Rain 15-30 5-10 25-40 5-10 15-30 5-10 25-40 5-10 10-25 10-20 10-25 10-20 Rain on Cold Wing 5-40 10-50

Above 0

0 to -3

-3 to -14

-14 to -25

Not for Real World use

Winter Refresher 2007 Pre-flight

Where freezing precipitation is present check for any SNOWTAMs for the departure, destination and any applicable alternates, a decode to SNOWTAMs can be found below. Captains are reminded that the policy regarding APU use on the ground allows them to start the APU where cold weather conditions exist.

Taxiing
When taxiing out in active or freezing conditions delay the deployment of flap/slats until just prior to entering the active runway. Delay actioning the before take-off checklist until the flaps have been selected. If fleet specific procedures call for it ensure that any engine run-ups are completed prior to take-off, inform ATC if the run-up will delay the take-off run.

Landing
When landing on contaminated runways use maximum reverse, use of the autobrakes is recommended and if the landing distance available is limiting make use of full autobraking. Where there are any concerns about the ability to stop the aircraft on the remaining runway full manual braking should be used in conjunction with maximum reverse thrust. When landing on a contaminated runway leave the flaps/slat extended after landing until they can be inspected, a full inspection of the aircraft should be carried out following shutdown to check for frozen deposits in the wheel wells etc.

Not for Real World use

Winter Refresher 2007

Appendix

Not for Real World use

Winter Refresher 2007 SNOWTAM Decode

Not for Real World use

Winter Refresher 2007

Not for Real World use

Winter Refresher 2007

Not for Real World use

Winter Refresher 2007

Approach Light Systems

Not for Real World use