Operational Procedures — Page 43, Lesson 64

I want to walk you through a few important operational procedures that build on what we've already covered. Let's start with a practical tool you'll use in flight planning. Converting Meteorological Visibility to Runway Visual Range Here we have a conversion table. When the reported meteorological visibility—that's the prevailing visibility reported by the meteorological service—is given, you can convert it into Runway Visual Range, or RVR, using a multiplier. The multiplier depends on two things: the lighting elements in operation, and whether it's day or night. Let's read the table. If you have high intensity approach and runway lighting in operation, during the day you multiply the reported meteorological visibility by 1.5. At night, that multiplier increases to 2.0. So if the reported met vis is, say, 800 metres, with HI lighting at night, your RVR would be 800 times 2.0, which is 1600 metres. If you have any type of lighting installed other than high intensity—so that could be medium or low intensity lighting—the multiplier is 1.0 during the day and 1.5 at night. If there is no lighting at all, the multiplier is 1.0 during the day, and at night it's listed as not applicable, because you cannot conduct an approach without lighting at night for RVR purposes. This is Figure 4.3 in your materials, and it's a quick reference you'll use when planning approaches. Aerodrome Operating Minima (AOM) Now, the Aerodrome Operating Minima, or AOM, for a specific type of approach and landing procedure are considered applicable if several conditions are met simultaneously. First, the ground equipment necessary for that procedure must be serviceable. Second, the aeroplane systems required for that procedure must be serviceable. Third, the required performance criteria must be met. And fourth, the crew must be appropriately qualified for that procedure. All four conditions must be satisfied for the AOM to apply. Instrument Departure and Approach Procedures Moving on to instrument departure and approach procedures. Where the state has established Standard Instrument Departures, or SIDs, and Standard Arrival Procedures, or STARs, for the aerodromes you operate from, you are required to use those defined procedures. However, any published procedure may be modified by a specific ATC instruction. The commander may also accept alternative instructions, but only with the provision that the appropriate obstacle clearance criteria are met. The final approach segment must be flown either visually or in accordance with the established instrument procedure—there is no third option. The operator may specify different procedures to those established by the state, but only under two conditions: the operator's procedures must be approved by the state in which the procedure is to be used, and they must also be further approved by the Authority of the operator—that is, the regulatory authority that oversees the operator. Noise Abatement Procedures Noise abatement is a major consideration for all instrument departures and arrivals. Modern aircraft are much quieter than older aeroplanes, but the legacy of noise reduction through procedures is incorporated into the design of SIDs and approach procedures. The responsibility for establishing the specific noise abatement procedures rests with the operator. The procedure defined by the operator for a specific aeroplane type should be the same for each aerodrome used. A critical factor to be considered in noise abatement procedures is the actual take-off mass of the aircraft—the heavier the aircraft, the more power and runway length required, which affects noise profiles. Routes and Areas of Operation Finally, the operator must ensure that any restrictions or limitations imposed by the Authority with regard to routes and areas of operation are complied with. Specifically, the operator must ensure two things. First, that ground facilities and services—including meteorological services—are provided and are adequate for the planned operation. Second, that the performance of the aeroplanes used, or intended to be used, must ensure compliance with the minimum flight altitude requirements. So you need adequate ground infrastructure and aircraft performance that can meet the minimum altitudes along the route.