LVPS Flashcards
What are the met conditions for the various LVP states?
LVP ready procedures- Met vis/IRVR (touchdown) 600m to 1000m and is likely to continue to deteriorate or the C.C is 300ft and likely to reduce further
LVP Safeguarding- Met vis/IRVR is equal to or less than 600m or the C.C is less than 200ft
What are the met conditions for initiating LVP ready procedures and what do you need to do during that state?
When met vis or Touchdown indication of the Instrumented Runway Visual Range (IRVR) is reported as 600m to 1000m and is likely to continue to deteriorate, or the cloud ceiling is 300 feet and likely to reduce further the following
procedures are to be implemented:-
-Safety 1 is to deploy LVP blocker boards at : M, D, E, N, J, A, C and Jets entrance(2)
-Security are to deploy blocker boards on the apron at crossing point 3 and no pedestrians
permitted to use ACP’s if the met’ vis’ is ≤ 600 m
-Open taxiway B if necessary
-Stop bars and runway guard lights illuminated, the lighting panel used appropriately
-The standby generator must be on for all aircraft movements when Touchdown IRVR <800M
-Adjust the taxi pattern to take account of the blocker boards
-Use the lead on / lead off / turning circle lights
-Adopt the Jets (Hangar 600) LVP movement procedures for relevant aircraft
Inform the following people that LVP’s are or are about to be in force:
o AFS (Ext 141)
o Safety 1 (Radio)
o Handling (Ext 252)
o TDOM (Ext 170)
o XLR (01202 364401)
o Jets (01202 596340)
o CP2 Security (Ext 186) - State whether or not pedestrians are permitted on apron
crossing points
In the event that the ATCO cannot maintain good visual contact with aircraft, or the ATCO considers it necessary, then the following procedures are also to be enacted;
- Aircraft and vehicle movements on the manoeuvring area are restricted to avoid confliction
- Suspend WIP (unless specifically approved by the airport authority)
- Use Draken crossing lights when aircraft taxi on taxiway November
- Weather standby for aircraft arrivals
- Consider the use of ‘follow me’ vehicle if appropriate for the conditions or the pilot requests
it.
Further notes;
- Controllers are responsible for ensuring that all of the procedures are carried out but may delegate suitable tasks to the ATCA.
- No aircraft may use the runway before the blocker boards are all in place if the touchdown IRVR or met’ vis’ <600m or the cloud ceiling <200 feet
- Good visual contact is defined as: The ability to see the whole object / area unimpeded (as
far as permanent obstructions allow) with such clarity that details such as features and
markings are clearly visible to the naked eye of the observer - For the controller to decide not to carry out one or all of these discretionary procedures
there must be reasonable assurance that he / she will be able to maintain good visual
contact with the aircraft or vehicles and / or the relevant parts of the manoeuvring area for as long as necessary. If in any doubt as to whether this can be achieved it is imperative that the controller forgoes his / her discretion and implements these procedures.
What are the met conditions for initiating LVP Safeguarding procedures and what do you need to do during that state?
Once the touchdown IRVR or met’ vis’ is ≤ 600m or the cloud ceiling is <200 feet then the following procedures are to be adopted:
- The standby generator(1) is to be switched on when the Touchdown IRVR <800M (select
≤800m on the lighting panel). - Broadcast “LVP procedures in force” on the ATIS
- If not already done so inform CP2 Security (Ext 186) that pedestrians are not permitted on apron crossing points
- Ensure all 3 IRVR sensors are serviceable for CAT 111 arrivals(2)
- Runway must be inspected before an aircraft is permitted to use it if the previous aircraft
movement was more than 15 minutes earlier - Use lead on / lead off / turning circle lights
- Select the Apron traffic lights before de-selecting the G4 stop bar. De –select the Apron
traffic lights only after G4 stop bar is re-selected - The runway block is to be sterilized (inside holds B1, T, R, G4):
o Before inbound aircraft reaches 8nm from touchdown
o Before departing aircraft is cleared to proceed beyond the CAT 111 hold
o Stop bars linked to lead-on lights must be returned to red once an aircraft has
lined up and before take-off clearance issued - Unless the controller can maintain visual contact with the relevant vehicles / aircraft, vehicles not directly connected with LVP procedures may only move if:
o No aircraft is in the runway block or about to enter it for departure / landing
o No aircraft and vehicle will be in the same block at the same time (with the exception of follow-me vehicles and emergency vehicles attending an aircraft emergency)
o Point to point clearances only and ‘arrived at destination’ calls to be made, including access to taxiway Romeo - Adopt the Jets (Hangar 600) movement procedures for such aircraft Additional action to be taken if the Controller cannot maintain good visual contact(3) with the aircraft or vehicles and/ or the relevant parts of the manoeuvring area (or otherwise considers it necessary)(4):
- Adopt the follow-me procedures if controller cannot maintain visual contact with aircraft to/from the CAT 111 holding points or if so requested by the pilot.
- Only one aircraft movement per block (always mandatory in the runway block)
- No unnecessary vehicles permitted on the manoeuvring area (e.g. at fire training facility)
- Suspend WIP (unless specifically approved by the Airport Authority)
- Use Draken crossing lights when aircraft taxi on taxiway November
- Weather standby for all aircraft arrivals
Notes on LVP Safeguarding procedures:
1.
i. Before switching the generator on please advise anyone in the ATC offices that it is going to be switched on
ii. When using the standby generator note the approximate extent of use of use in the log
and, once it is switched on, leave it to run for at least 30 minutes with power loading on
it (i.e. leave runway or taxiway lights switched on).
iii. If the generator fails promulgate the absence of back – up power by R/T, ATIS and NOTAM.
iv. To be fully compliant with Safeguarding, both Generator A and B need to be operational
and indicated as such on the Lighting Panel.
v. The generators have enough fuel for 8 hours of operation and MT must be advised in
good time if they are likely to be running for longer than this.
vi. In the event of a failure of either generator, power will immediately be restored from the mains and the Controller alerted to the failure via the AGL Control Panel. The electricians
(Tels) must be informed immediately and no operations are permitted until provision of
back-up power has been restored.
vii. When necessary to implement LVP safeguarding procedures on opening the watch: -
a.
The generators should be selected as part of the opening checks; and left running
until the engineers are on site, but not less than 30 minutes.
b.
When the engineers are not on duty, the generators should be run for at least 30
mins on power loading.
When it is necessary to implement LVPs outside of normal operating hours, or during any period when engineering support is only available on-call, the generators should be selected prior to any
movement up to around 60 mins, when notification permits; or immediately on notification
when less warning is available.
When no traffic is pending, the generators can be deselected but should be reselected in
sufficient time, as above, to cater for any notified movement; and thereby, giving time for engineering response, if necessary, thus reducing the risk that any failure will subsequently affect
operations.
- IF only 2 IRVR sensors are working then CATII approaches are allowed (Safeguarding must be in place before CAT II approaches are allowed. If only one sensor is working CATI is allowed if it’s not the stop end. Ref to MATS 1 IRVR usage and 1.15.11 below.
- Good visual contact is defined as: The ability to see the whole object / area unimpeded (as
far as permanent obstructions allow) with such clarity that details such as features and
markings are clearly visible to the naked eye of the observer - For the controller to decide not to carry out one or all of these discretionary procedures
there must be reasonable assurance that he / she will be able to maintain good visual
contact with the aircraft or vehicles and / or the relevant parts of the manoeuvring area for as long as necessary. If in any doubt as to whether this can be achieved it is imperative that the controller forgoes his / her discretion and implements these procedures.
Describe procedures for Cat IIIA Ground Manoeuvres
Aircraft manoeuvring on the ground will be separated by the use of a “block” system, with each defined block being bounded by switchable, illuminated stop bars at the CAT III Holding Points and/or
barriers at all other runway access points.
If the controller cannot maintain ‘good visual contact’ only one aircraft is permitted to be taxiing per block at any one time, the runway block only ever having a maximum of one aircraft in it or cleared
to enter it.
If the use of a follow-me vehicle is necessary or requested by the pilot then at the appropriate time, the RFFS/AST vehicle will proceed to and report at the relevant holding point for the aircraft pick-up, to undertake the Follow-me escort, as detailed in the following chapters.
Handling has advised that on occasions, during LVPs, it is useful for them to be able to reposition aircraft from the East to West Apron, so as to facilitate more efficient departure procedures, with the aircraft being able to taxi off the stand on the West Apron.
A request to push an aircraft back from the East to West Apron should be facilitated whenever possible, provided the movement of other aircraft and in particular, the Runway Block remain protected.
The push-back process can be approved provided there is no other aircraft within the Apron Block, or if there is ‘good visual contact’ for the apron area. If the apron is not visible any inbound aircraft to the Apron must be held at B2 until it is confirmed that the push-back manoeuvre is complete, and all
vehicles are clear of the Apron area.
Where are the blocks used for ground movements during CAT IIIA ops?
Describe Procedures for CATIIIA ops for Rwy 26 arrivals Parking on the southside for A/C up to and including Code D
After touchdown and roll-out the aircraft may either: -
* Vacate Runway 26 directly at Taxiway Bravo, or
* Execute a 180-degree turn, using the turning circle and backtrack to vacate at Taxiway Bravo, or if that is not available, Taxiway Romeo.
The centreline lead-off lighting is to be illuminated for the chosen exit for use. The aircraft is to be instructed to vacate on the greens and hold at the relevant Holding Point for the Follow-Me. Once the aircraft has reported holding, the Follow-Me vehicle will escort the aircraft, under ATC instruction, to the Apron. If the aircraft is required to hold at any intermediate point, the relevant stop bar must be selected “on” and then deselected when issuing onward clearance. The aircraft will be instructed to report holding at / passing abeam B2 and will then be cleared to its stand.
Describe Procedures for CATIIIA ops for Rwy 26 arrivals Parking on the southside for Code E A/C
After touchdown and roll-out the aircraft will continue to the end of Runway 26 and execute a 180degree turn using the turning circle and then backtrack to vacate the runway at Taxiway Romeo.
Taxiway Romeo is to be the sole exit for use with centreline lead-off lighting illuminated. The aircraft is to be instructed to vacate on the greens and hold at R for the Follow-Me.
Once the aircraft has reported holding at R, the Follow-Me vehicle will escort the aircraft, under ATC instruction, to its parking area on Romeo.
Vehicles engaged in the loading/unloading of the aircraft, whilst it is parked on Romeo, are subject to
the same safeguarding procedures as any other.
Describe Procedures for CATIIIA ops for Rwy 26 arrivals when Taxiways B and R are Closed
This may be due to several reasons but the most likely is A340 operations from the apron or taxiway Romeo.
When taxiway Bravo or Romeo are not available to use in LVP’s any aircraft parking on the south side of the runway (Main Apron or Jets) shall vacate the runway at holding point G1. For aircraft landing on runway 26 this will necessitate a backtrack. Lead- off lights at G1 shall be used.
If the aircraft requires a follow me vehicle to the apron or Jets it shall be instructed to hold at the end of the lead off lights and Safety 1 will then provide the follow me to Jets or the Apron.
The procedure for 26 departures is not affected.
Should any vehicular movements be taking place in connection with aircraft parked on Bravo or Romeo these must cease until any departing aircraft is airborne or any landing aircraft is parked.
Additionally, a barrier shall be placed at holding point Romeo or, if no barrier available, Safety 1 will be instructed to park at holding point Romeo whilst a departure or arrival is taking place, to safeguard the holding point.
Vehicular movements connected with A340 operations on the main apron may continue around the aircraft.
No other aircraft can start/push/taxy etc on the south side of the airfield until any inbound using these procedures is parked and shut down.
During CAT IIIA arrivals for Rwy 26 who has priority the inbound or outbound?
Generally, inbound aircraft will have priority and departing aircraft must be held on stand until any arriving aircraft has parked, unless the controller is able to expedite movements using the ‘ good visual contact’ principle. If a departing aircraft has a slot time to make, consideration must be given
to putting the approaching aircraft in the Hold, unless it can be assured that the departing aircraft will be airborne before the inbound aircraft reaches 8nm final. However, consideration must also be
given to the potential for a significant delay to the inbound flight should the visibility deteriorate further during the holding period and thus preclude any approach being made.
Describe Procedures for CATIIIA ops for Rwy 26 deps Parked on the southside for A/C up to and including Code C
After start-up and push-back, facing north, the aircraft will be met by a Follow-Me vehicle and
cleared initially to G4. When appropriate, the stop bar at G4 will be deselected and the aircraft cleared to proceed, with the Follow-Me, to Runway 26, via G1. The apron traffic lights must be selected on while the G4 stop bar is de-selected.
As the aircraft approaches G1, the Follow-Me vehicle will break off to the left into the former 26 ROP site and allow the aircraft to continue onto the runway under the guidance of the associated taxiway centreline lighting. The Follow-Me vehicle will then return to the Apron, via Taxiway Golf. Once the vehicle has reported clear behind G4 and the runway block is safeguarded the aircraft can be cleared for take-off.
Describe Procedures for CATIIIA ops for Rwy 26 deps Parked on the southside for A/C that are Code D
After start-up and push-back, facing south, the aircraft will be met by a Follow-Me vehicle and
cleared initially to B2. When appropriate, the stop bar at B2 will be deselected and the aircraft then cleared to proceed, with the Follow-Me, to taxi to R.
Once established on the taxiway, the following procedure will be applied: -
- The driver will report “ready to vacate”
- ATC will instruct the aircraft to “hold position” and advise the pilot that the vehicle will be
vacating to the right - The Follow-Me driver will select the “Stop” sign on the vehicle
- The Follow-Me driver will be instructed to vacate onto the Fire Station slip road, which is lit
by red lights at the entrance, and to report “vacated” when on the Apron - Once confirmed that the vehicle has vacated, the aircraft will be instructed to continue to
Holding Point R and can be cleared to enter Runway 26 under the guidance of the stop bar and associated centreline and lead-on lighting Take-off clearance will only be given when the runway block is fully safeguarded.
Describe Procedures for CATIIIA ops for Rwy 08 deps Parked on the southside for A/C that are up to and including Code D
If a follow me vehicle is required then after start-up and push-back, facing south, the aircraft will be met by the vehicle and cleared initially to B2. When appropriate, the stop bar at B2 will be deselected and the aircraft then cleared to proceed, with the Follow-Me, to taxi to B1.
As the aircraft approaches B1, the Follow-Me vehicle will break off to the left onto the slip road to hold and will report holding position. The aircraft may then be cleared to enter Runway 08 and will continue under the guidance of the stop bar and associated centreline and lead-on lighting. The holding vehicle may be permitted to return to the Apron once the aircraft has reported airborne, or if the controller has ‘good visual contact’
Describe Procedures for CATIIIA ops for Rwy 08 deps Parked on the southside when Taxiways B and R are closed
This may be due to several reasons but the most likely is A340 operations from the apron or taxiway Romeo.
For runway 08 departures the aircraft will taxy to holding point G1 (with a follow me if necessary) and backtrack runway 08 from G1.
Should any vehicular movements be taking place in connection with aircraft parked on Bravo or Romeo these must cease until any departing aircraft is airborne or any landing aircraft is parked.
Additionally, a barrier shall be placed at holding point Romeo or, if no barrier available, Safety 1 will be instructed to park at holding point Romeo whilst a departure or arrival is taking place, to safeguard the holding point.
Vehicular movements connected with A340 operations on the main apron may continue around the aircraft.
No other aircraft can start/push/taxy etc on the south side of the airfield until any inbound using
these procedures is parked and shut down.
What are the procedures for CAT IIIA departures parked on the Southside that are Cat E?
The aircraft will be parked on Romeo.
If facing north, it will be directed by the Follow-Me vehicle along taxiway Romeo, the vehicle will
break off to the right onto the Fire Station Slip Road and return to the Apron, reporting vacated when on the Apron. The aircraft may then be cleared to enter the runway and will continue under the guidance of the stop bar and associated centreline and lead-on lighting.
If facing south, the aircraft will be pushed back across the runway to Holding Point T. The tug and all vehicles involved will be required to report vacated from the Manoeuvring Area before permitting the aircraft to taxi onto the runway and continuing under the guidance of the stop bar and associated
centreline and lead-on lighting.
For all departures, take-off clearance will only be given when confirmation has been received that the runway block is sterile.
