Boeing 737 Low Vis Training Manual PDF

B737/8/MAX LOW VISBILITY TRAINING MANUAL ETHIOPIAN AIRLINES flight operations Contents INTRODUCTION.............................................................................................................................. 2 HAZARDS..........................................................

B737/8/MAX LOW VISBILITY TRAINING MANUAL ETHIOPIAN AIRLINES flight operations Contents INTRODUCTION.............................................................................................................................. 2 HAZARDS.....................................................................................................................................2 DEFINITIONS................................................................................................................................... 2 AIRPORT MARKINGS AND SIGNS ASSOCIATED WITH LOW VISIBILITY OPERATIONS..........5 MANDATORY INSTRUCTION SIGNS......................................................................................... 5 INFORMATION SIGNS................................................................................................................. 6 MANDATORY INSTRUCTION MARKINGS.................................................................................8 Low visibility flight preparation......................................................................................................... 11 LOW VISIBILITY TAXI PROCEDURE........................................................................................... 11 LOW VISIBILITY TAKEOFF.......................................................................................................... 12 Low visibility approaches.................................................................................................................. 13 CATII approaches......................................................................................................................... 13 CATEGORY III OPERATIONS.................................................................................................... 14 Autoland operation system.................................................................................................................19 GENERAL LIMITATIONS.............................................................................................................. 24 Experience requirments..................................................................................................................... 24 Currency requirements...................................................................................................................... 24 appendix...........................................................................................................................................24 INTRODUCTION Low visibility procedures exist to support low visibility operations at aerodromes when either surface visibility is sufficiently low to jeopardize safe ground movement without additional procedural control Or the prevailing cloud base is sufficiently low to inhibit pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS CAT I DH/DA. It should be noted that in the latter case actual surface visibility could be relatively very good but the TWR visual control room may be in cloud/fog. When low visibility operations are in effect persons and vehicles operating in the apron shall be restricted to the essential minimum. Operators shall insure that no maintenance or construction is undertaken near the aerodrome electrical equipment during the low visibility operations. This document is designed to provide pilots with guidance to operate during low visibility takeoffs and landings with B737. 1 NE  Ethiopian airlines B737-700s are approved for CAT II and CAT IIIA operations. B737-800s/MAXs except ET-ATV are approved for CAT II/IIIA/IIIB approaches. All 737s are approved for low visibility takeoffs. HAZARDS On aerodromes where the ground marking and lighting is adequate, ground traffic at reasonable flow rates can often be sustained safely in reduced visibility. An aeroplane on the ground is at its most vulnerable during the landing and the takeoff phases of flight when the options for avoiding actions, if an obstruction is encountered, may be very limited. The aircraft is likely to be badly damaged or destroyed if it collides, high speed, with any sizeable object. Making the necessary transition to visual reference during the final stage of an approach to land in poor visibility is critical and certain requirements must be met to reduce the risk of RUNWAY EXCURSION. Low visibility takeoff also require careful attention to correct runway alignment before the takeoff is commenced. As visibility is reduced, the potential for runway incursion by other aircrafts, vehicles, or personnel increases. The risk of inadvertent incursion by taxing traffic is the highest at airports with complex taxiway layouts and multiple runway access points. The risk can be mitigated adequately by the application of procedures that provide the pilot with clear, unambiguous guidance on routing and holding points or ground traffic patterns. DEFINITIONS Aerodrome operating minima. The limits of usability of an aerodrome for: a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions; b) landing in precision approach and landing operations, expressed in terms of visibility and/or runway visual range and decision altitude/height (DA/H) as appropriate to the category of the operation; c) landing in approach and landing operations with vertical guidance, expressed in terms of visibility and/or runway visual range and decision altitude/height (DA/H); and d) landing in non-precision approach and landing operations, expressed in terms of visibility and/or runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions. All-weather operations. Any surface movement, take-off, departure, approach or landing operations in conditions where visual reference is limited by weather conditions. 2 NE  Approach ban point. The point from which an instrument approach shall not be continued below 300 (1 000 ft) above the aerodrome elevation or into the final approach segment unless the Reported visibility or controlling RVR is above the aerodrome operating minima. AUTOLAND; describes a system that fully automates the landing phase of an aircraft’s flight, with the human crew supervising the process. The pilots assume a monitoring role on the final stage of the approach and will intervene in the event of a system failure or imergency and after landing. The -700s require the pilot to steer the aircraft during the rollout phase on the runway after landing.. Decision Height (DH): A specified height at which a missed approach must be initiated if the required visual reference to continue the approach to land has not been established. Fail-Operational Flight Control System: A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system.. Fail-Passive Flight Control System: A flight control system is fail-passive if, in the event of a single failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a Fail-Passive flight control system, the pilot assumes control of the airplane after a failure. ILS critical area: An area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft are excluded to avoid interference with the glide slope and localizer signals. ILS critical area is the sub set of the sensitive area. ILS sensitive area: an area extending beyond the critical area where the parking and/or movement of vehicles, including aircrafts, is controlled to prevent the possibility of unacceptable interference with the ILS signal during ILS operation. Low Visibility Procedures (LVP): Procedures applied at an aerodrome for the purpose of ensuring safe operations during Category II and III approaches and Low Visibility Takeoffs. Low Visibility Procedures are put into force at airfields authorized for CAT II/III 3 NE  operations when the RVR falls below 550m and/or the cloud base falls below 200ft.. Low Visibility Takeoff (LVTO): A take-off on a runway where the RVR is less than 400m.. Runway Visual Range (RVR): is the range over which the pilot of an airplane on the centerline of the runway can see the runway surface markings or the lights delineating the runway or identifying its centerline. the RVR measurements are provided by a system of calibrated transmissometers and account for the effects of ambient background light and the intensity of runway lights. Transmissometers systems are strategically located to provide RVR measurements associated with three basic portions of a runway. a) The touchdown zone (TDZ), b) The mid-runway portion (MID), and c) The rollout portion or stop end AIRPORT MARKINGS AND SIGNS ASSOCIATED WITH LOW VISIBILITY OPERATIONS MANDATORY INSTRUCTION SIGNS APPLICATION A mandatory instruction sign identifies a location beyond which an aircraft taxiing shall not proceed unless authorized by ATC. Mandatory instruction signs may include runway designation signs, category I, II or III Holding position signs, runway-holding position signs and NO ENTRY signs. Runway-holding position markings are supplemented at a taxiway/runway or a runway/runway intersection with a runway designation sign. A runway designation sign at a taxiway/runway intersection or a runway/runway intersection will be supplemented with a location sign in the outboard (farthest from the taxiway) position, as appropriate. A NO ENTRY sign is provided when entry into an area is prohibited. LOCATION A runway designation sign at a taxiway/runway intersection or a runway/taxiway intersection will be located on each side of the runway-holding position marking facing into the direction of approach to the runway. A category I, II or III holding position sign will be located on each side of the runway-holding position marking facing into the direction of the approach to the critical area. A runway-holding position sign will be located on each side of the runway-holding position facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as appropriate. CHARACTERISTICS 4 NE Mandatory instruction signs have a red background, with white inscriptions. The inscriptions on a runway designation sign will consist of the runway designations of the intersecting runway properly oriented to the viewing direction. The inscriptions on a category I, II or III or joint II/III holding position sign will consist of the runway designator followed by CAT I, CAT II or CAT III as appropriate. The inscriptions on a runway-holding position sign will consist of the taxiway designation and a number. INFORMATION SIGNS APPLICATION An information sign identifies a specific location or routing. Information signs include: direction, location, destination, runway exit and runway vacated signs. A runway exit sign is provided to identify a runway 5 NE exit. A runway vacated sign is provided where the exit taxiway has no centerline lights and there is a need to indicate leaving the runway, the ILS/MLS critical/sensitive area. A destination sign indicates the direction to a specific destination, such as cargo, general aviation, etc. A combined location and direction sign indicates routing information prior to a taxiway intersection. A direction sign identifies the designation and direction at a taxiway intersection. A location sign is provided in conjunction with a runway designation sign except at a runway/runway intersection. LOCATION Information signs are located on the left-hand side of the taxiway in line with the taxiway intersection marking. Where there is no taxiway intersection marking the sign is installed at least 40m away from the centerline of the intersecting taxiway. A runway exit sign is located on the same side of the runway as the exit is located (i.e. left or right). A runway vacated sign is located at least on one side of the taxiway. CHARACTERISTICS An information sign other than a location sign consists of an inscription in black on a yellow background. A location sign consist of an inscription in yellow on a black background. A runway exit sign consist of the exit taxiway designator and an arrow indicating the direction to follow. A runway vacated sign depicts the runway-holding position marking as shown in the example in Pattern A in the example under “Runway-Holding Position Markings“. The inscriptions on a destination sign comprise an alpha, alphanumerical or numerical message identifying the destination plus an arrow indicating the direction to proceed. The inscriptions on a direction sign comprise an alpha, alphanumerical message identifying the taxiway(s) plus an arrow or arrows appropriately oriented as shown in the example. The inscription on a location sign comprise the destination of the location taxiway, runway or other pavement the aircraft is on or is entering.NOTE: Generally, signs should be lighted if the runway or taxiway on which they are installed is lighted. 6 NE MANDATORY INSTRUCTION MARKINGS APPLICATION Where it is impracticable to install a mandatory instruction sign a mandatory instruction marking is provided on the surface of the pavement. Where operationally required, such as on taxiways exceeding 60m in width, a mandatory instruction sign may be supplemented by a mandatory instruction marking. LOCATION The mandatory instruction marking is located on the left-hand side of the taxiway center line marking on the holding side of the runway-holding position marking. CHARACTERISTICS Mandatory instruction markings consist of an inscription in white on a red background. Except for a NO ENTRY marking, the inscription provides information identical to that of the associated mandatory instruction sign. A NO ENTRY marking consists of an inscription in white reading NO ENTRY on a red background. RUNWAY-HOLDING POSITION MARKINGS APPLICATION AND LOCATION Runway-holding position markings are located at runway holding positions. CHARACTERISTICS 7 NE At an intersection of a taxiway and a non-precision, non-instrument or take-off runway or where a single runway-holding position is provided at an intersection of a taxiway and a precision approach category I, II or III runway, the runway-holding position marking will be shown as in pattern A. Where two or three runway-holding positions are provided at such an intersection, the runway-holding position marking closer to the runway will be as shown as in pattern A, and the markings farther from the runway as in pattern B. Where a pattern B runway-holding position marking exceeds 60m in length, the term CAT II or CAT III as appropriate will be marked on the surface at the ends of the runway-holding position marking. The runway-holding position marking displayed at a runway/runway intersection will be perpendicular to the centerline of the runway forming part of the standard taxiroute. The runway-holding position marking will be shown as in pattern B. INTERMEDIATE HOLDING POSITION MARKINGS APPLICATION AND LOCATION An intermediate holding position marking is displayed at an intersection of two paved taxiways. It is positioned across the taxiway coincident with a stop bar or intermediate holding position lights, where provided. CHARACTERISTICS An intermediate holding position marking consists of a single broken yellow line. 8 NE STOP BARS APPLICATION A stop bar is provided at every runway-holding position when it is intended that the runway will be used in RVR conditions less than 350m or between 350m and 550m. A stop bar will be provided at an intermediate holding position to supplement markings with lights or where normal stop bar lights might be obscured. LOCATION Stop bars are located across the taxiway at the point where it is desired that traffic stop. Additional lights may be provided at the taxiway edge. CHARACTERISTICS Stop bars consist of lights spaced at intervals across the taxiway, showing red in the intended direction of approach to the intersection or runway-holding position. Stop bars installed at a runway-holding position will be unidirectional, showing red in the direction of approach to the runway. RUNWAY GUARD LIGHTS APPLICATION Runway guard lights, configuration A, are located at each taxiway/runway intersection associated with a runway intended for use in: RVR conditions less than 550m where a stop bar is not installed; and RVR conditions between 550m and 1200m where traffic density is medium or low. Configuration A or B or both will be provided at each taxiway/runway intersection where the configuration of the intersection needs to be enhanced, such as on a wide throat taxiway. LOCATION 9 NE Runway guard lights, configuration A, are located at each side of a taxiway, whereas in configuration B they are located across the taxiway. CHARACTERISTICS Runway guard lights are unidirectional flashing yellow lights. Low visibility flight preparation When planning a low visibility approach an additional extra fuel shall be considered for possible approach delays. Subject to revision, initially 15 minutes of extra fuel (calculated at 10000 ft with the last hour fuel burn) will be carried for all anticipated low visibility operations. This fuel for dispatch planning purposes may be an average amount that can be determined from fleet data. Dispatch will calculate this figure and include it into CFP. If the destination aerodrome weather is forecasted to be below CAT I minimums then the destination alternate weather forecast shall be CAT I or above at the time of dispatch. If it is planned to execute a low visibility approach at destination then make sure you have the appropriate charts with an Ethiopian logo on it. Otherwise request authorization from flight ops. Before departing check the aircraft for any defect that can limit the aircraft from executing a low visibility approach in reference to MEL and DDG. Both the capt and F/o should be qualified and current for a low visibility approach. Review NOTAMS to make sure that the destination airport meets CAT II/III requirements 10 NE  a- Runway and approach lighting system. b- Radio nav aid availability c- RVR requirement availability etc. Normally the airport NOTAM will notify the downgrading of the airport to CAT I operations only, if there is anything that affects the auto land operation. LOW VISIBILITY TAXI PROCEDURE The centerline taxiway lighting with its reduced spacing (generally 30m, but reduced to 15m to 7m on bends), facilitates taxiing in, low visibility. Do not exceed 10kts during taxiing and the First Officer should make full use of taxi charts and call out ground speeds when indicating more than 10Kts to avoid the risk of possible incursion. Remember that in poor visibility, ground equipment, aircraft wingtips and tails may not be as readily seen as the taxiway lighting. a) Be fully aware of other aircraft taxiing in your vicinity. b) Observe CAT II/III holding point markings/lights. c) If at any time you are unsure of your ground position or miss a turn, advise ATC immediately. LOW VISIBILITY TAKEOFF Low visibility takeoff is A take-off on a runway where the RVR is less than 400m but not less than 75 m. The captain shall carry out all low visibility takeoffs. During low visibility takeoffs it is very important to Confirm that the aircraft is lined up on the runway centerline and not the edge. This can be accomplished by identifying the runway designator marking or, if the takeoff is not done from the beginning of the runway, by tuning the departure runway localizer frequency and checking if it is centered. Ethiopian is approved for takeoff minima 150m for B737 aircraft provided: I. Low Visibility Procedures are in force. II. High intensity runway centerline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operations. III. Flight crew members have satisfactorily completed training in a simulator approved for this procedure. 11 NE  IV. A 90m visual segment is available from the cockpit at the start of the takeoff run. V. The required RVR value has been achieved for all of the relevant RVR reporting points.( The reported RVR/visibility of the initial part of the runway can be replaced with pilot assessment.) VI. Never cross a lit red stop bar. VII. The runway shall be confirmed by both pilots before any takeoff. Takeoff minima stated on jeppesen chart for category C & D is applied for all low visibility takeoffs, if it is higher than the value Ethiopian is approved. Check that the number of centerline lights is consistent with the reported RVR. Use centerline lights or markings for directional control during the takeoff roll and stopping after a rejected takeoff. As speed increases, the streamlining effect of these improves, and directional control becomes easier. - Use of assumed temperature or de-rate is authorized when low visibility procedures are in effect. Takeoff shall be rejected if visual reference is lost below 80kts. During this maneuver the heading will be a primary reference to stay on the centerline if visibility is totally obscured. The localizer pointer can also be used as a reference to maintain the centerline. Try to maintain awareness of the runway length remaining using whatever external visual cues if available. Low visibility approaches Low visibility approaches may only be carried out when both the captain and the first officer are qualified and current, aircraft equipment is capable of CAT II or III operation and the intended runway of landing is certified for this operation with the associated Ethiopian logo labeled chart. Low visibility needs to be enforced at the aerodrome before commencing the approach. CATII approaches A category II (CAT II) operation is a precision instrument approach and landing with a decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft) and a runway visual range not less than 300 m. The DH specified for a Category II operation will normally be the OCH promulgated for the procedure but will not be less than 30 m (100 ft) The RVRs specified for Category II operations consider that the first visual contact typically is made with the approach lighting system and that by the time the aeroplane has descended to 50 ft the TDZ should clearly be in view. Although manual Category II operations are authorized, Category II operations are normally carried out coupled. In the case of a CAT II operation a pilot may not continue an approach below the Category II DH unless visual reference containing a segment of at least three consecutive lights that depict the centre line of the approach lights or touchdown zone lights or runway centre line lights or runway edge 12 NE  lights or a combination of these is attained and can be maintained. This visual reference should include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting. Any time a pilot loses visual contact should execute a go around below DH and before touchdown. In preparation for the approach the minimums should be converted to radio and set at 100’ and the baro minimums stay at a CAT I minimum. Briefing is conducted using both the regular briefing flow and CAT II/III approach briefing checklist. APU must be started at FL100. During the approach a continuous monitoring of the weather minimums is important. During the final segment of the approach and until touch doun the first officer needs to concentrate on the PFD and other instruments making the necessary callouts. - If the weather minimums go below the required for a CAT II approach before passing the approach ban point discontinue the approach and make a missed approach. - If the weather minimums go below the required for a CAT II approach after passing the approach ban point continue to the minimums and if there are no the required visual references make a missed approach. - If at any point during the final approach the wind becomes above the limit make a missed approach. - If there is a 1/3 dot deviation of localizer and ½ dot deviation of glideslope below 1000’ make a missed approach. - If auto throttle disconnects after the commencement of the approach continue to landing using manual control. - If there is sustained air speed deviation of more than +/- 5 KTS within the decision region (300’- 100’) make a missed approach. - If a captain becomes incapacitated after the initial approach fix continue the approach( delay the incapacitation action until after landing except the MAYDAY call.) and before that point make a missed approach and proceed to a CAT I alternate. - If either of the two RAs fail at any moment during the approach, make a missed approach. - If the ILS frequency on the PFD becomes amber and if it is crossed with a line discontinue the approach. - If visual reference is lost after touchdown track the centerline using the heading and localizer. Make a maximum effort to stop immediately. - If an engine fails at any moment, make a missed approach. - If before approach ban point the RVR value for touchdown point goes below 300 make a missed approach. If that happens below approach ban point continue to minimums. - It is possible to make a manual CAT II landing but if the autopilot is disconnected be prepared for the higher than normal nose up pressure below 400’ due to the trim biase. CATEGORY III OPERATIONS 13 NE  Introduction Although the original ICAO operational objective for fail-operational Category III operations did not include or require the use of a DH, current States’ practices require the use of a DH for all fail-passive operations and for some fail-operational operations. Certain operations require the specification of a DH at or below 15 m (50 ft). Most Category III fail-operational operations specify an alert height at which the satisfactory operation of a fail-operational automatic landing system and relevant ground systems is confirmed. Visibilities range from a TDZ RVR not less than 200 m for Category IIIA operations to less than 50 m (150 ft) for Category IIIC operations, although in actual practice 75 m RVR is used as a practicable minimum value for ground maneuvering purposes. Ethiopian B737 CAT IIIB operation is also limited to 75 m of visibility. Decision height The obstacle environment in the final segment of the approach should permit an aeroplane, coupled to the ILS by an automatic flight control system, to fly safely without visual reference to the ground, down to the TDZ and carry out a missed approach. In Category III operations, as in other operations, the aeroplane should be capable of executing a missed approach from any height prior to touchdown. The height loss allowance used in the determination of the DH for a Category II operation is not applicable to a Category III operation using a fail-operational automatic or hybrid system because the fail-operational characteristics assure that the landing flare will occur. Moreover the missed approach height loss will become less as the height of missed approach initiation decreases. For Category III operations with landing systems which are not fail operational (e.g. a fail-passive system), roll-out may need to be accomplished manually. Consequently, a DH is used with the intent to have adequate visual reference to support a possible manual roll-out during the period following touchdown. In those Category III operations where DHs are used, specific DHs are associated with RVRs. They are generally specified at or below 15 m (50 ft). Their purpose is to specify the lowest height at which a pilot should be assured that an aeroplane is being satisfactorily delivered to the runway and that adequate visual reference is available for control of the initial part of the landing roll. For Category III fail-passive operations a DH is used. For Category III fail-operational operations either a DH or an alert height may be used. If a DH is used, any necessary visual reference is specified. Alert height 14 NE  Alert height is a height specified for operational use by pilots (typically 30 m (100 ft) or less above the threshold), above which a Category III operation would be discontinued and a missed approach initiated if a failure occurred in one of the required redundant operational systems in the aeroplane or in the relevant ground equipment. Below this height, the approach, flare, touchdown and, if applicable, roll-out may be safely accomplished following any failure in the aircraft or associated Category III systems not shown to be extremely improbable. This height is based on characteristics of an aircraft and its particular fail- operational airborne Category III system. During airworthiness certification, alert heights are evaluated at or above 100 ft to assure sufficient system reliability and integrity. Typically Ethiopian airlines uses an alert height of 200 ft for B737s. Therefore alert height and decision height are mutually exclusive. Runway visual range In Category III operations, the entire approach down to the touchdown should be flown automatically except for those systems approved for manual control based on the use of head-up displays, since all the 737s that we have don’t have one, CAT III operations are not allowed manually. For fail-operational Category IIIA operations, RVR is used to establish that the visual reference will be adequate for initial roll-out. For fail passive Category IIIA operations, RVR provides for the necessary visual reference to enable the pilot to verify that the aeroplane is in a position which will permit a successful landing in the TDZ. If the ground roll is to be manually controlled using visual reference, then a minimum RVR of 200 m will be required. For Category III minima discussed above, a fail-operational flight control system ensures that the pilot is extremely unlikely to have to revert to manual control of the aeroplane because of a system failure in the Category III regime. If the flight control system is fail-passive in operation, then consideration should be given to the ability of the pilot to continue safely with the landing or to carry out a missed approach manually, and unless a mandatory missed approach is required following equipment failure, consideration should be given to establishing the RVR at a value which will enable the pilot to assess that sufficient visual reference exists for manual control of the flare. In Category III operations, the need for specific minima in the form of visual reference or DH requirements is determined by the reliability of the automatic systems. Where such minima are necessary, they will depend on the visual segment required, the pilot’s field of view and the probability of the automatic system failing. For Category IIIA operations, and for Category IIIB operations conducted with fail-passive flight control systems, a pilot may not continue an approach below the DH unless a visual reference containing a segment of at least three consecutive lights that depict the center line of the approach lights or touchdown zone lights or runway center line lights or runway edge lights or a combination of these is attained and can be maintained. 15 NE  For Category IIIB operations conducted with fail-operational flight control systems using a DH a pilot may not continue an approach below the DH unless a visual reference containing at least one center line light is attained and can be maintained. For a Category IIIB operation without a DH, there are no requirements for a visual verification prior to landing. A category III C approach is a precision instrument approach and landing with no decision height and no runway visual range limitation. Ethiopian is not approved for a CAT III C approach currently. Operating minima The facilities required for operations with the RVR values shown in the Table below are runway edge, threshold, center line and touchdown zone lighting, except that the absence of approach lights may, in some circumstances, be acceptable for Category III operations. The minimum RVR for Category III operations is the minimum TDZ and midpoint value which is acceptable for runways greater than 2 500 m (8 000 ft). In some cases, a minimum value may be specified for the stop end of the runway. For Category III operations to runways less than 2 500 m (8 000 ft), the minimum RVR applies to all parts of the runway. Table Example of RVR for Category III operations Category III minima Category Decision height Roll-out control/guidance system RVR IIIA Less than 30 m (100 ft) Not required 200 m IIIB Less than 30 m (100ft) Fail-passive 150 m IIIB Less than 15 m (50 ft) Fail-passive 125 m IIIB Less than 15 m (50 ft) or no DH Fail-operational 75 m Category III operations are subdivided as follows: a) Category IIIA operations. A precision instrument approach and landing operation with: 1) a DH lower than 30 m (100 ft) or no DH; and 2) an RVR not less than 200 m. b) Category IIIB operations. A precision instrument approach and landing operation with: 1) a DH lower than 15 m (50 ft) or no DH; and 2) an RVR lower than 175 m (600 ft) m but not less than 50 m (200 ft). Ethiopian minimum is 75 m. 16 NE  Note.— Where the DH and RVR do not fall within the same category, the RVR will determine in which Category the operation is to be considered. Decision height. For operations in which a DH is used, an operator should ensure that the decision height is not lower than: a) the minimum DH specified in the AFM b) The minimum height to which the precision approach aid can be used without the required Visual reference; and c) The DH to which the flight crew is authorized to operate. No decision height. For operations with no DH, an operator should ensure that the operation is conducted only if: a) The operation with no DH is authorized in the AFM; ( ET B738s & MAXs ) b) The approach aid and the aerodrome facilities can support operations with no DH; and c) The operator has an approval for CAT III operations with no DH. ( Ethiopian is) Note.— In the case of a CAT III runway, it may be assumed that operations with no DH can be supported unless specifically restricted as published in the AIP or NOTAM. CAT III operations - On approach for auto land, verify LAND2 or LAND3 status prior to 500 ft AGL. - Loc deviation greater than 1/3 dot or Glideslope deviation greater than ½ dot in the 1000 feet AGL and excess ILS deviation is indicated below 500ft RA by the LOC or G/S scales on the PFD changing to amber, and the pointer flashing execute a missed approach. FO should call out the deviation. - Sustained airspeed deviation greater than + or – 5kts in the Decision Region (300 to 100ft AGL) a missed approach should be initiated. - If after leaving 1000 ft. AGL, on a CAT IIIB approach, the RVR falls below that specified for landing then the approach may be continued to landing. -. In general there are three possible responses to the failure of any system, instrument or element during the approach above alert height. (AH applies only for a CAT III B/ C approach) a- CONTINUE the approach to the planned minima. b- REVERT to higher minima and proceed to a new DH (above 1000 ft) c- GO AROUND and reassess the capability. 17 NE  - As a general rule, if a failure occurs above 1000ft AGL the approach may be continued reverting to a higher minima, provided the appropriate conditions are met. - Below 1000ft AGL: the occurrence of any failure implies a go-around, and a reassessment of the system capability. Another approach may then be undertaken to the appropriate minima for the given condition. It has been considered that below 1000ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitations and brief for minima. - For B738/MAX aircraft CAT II/III approach and auto land with one engine inoperative may be planned if PIC believes that it is the safest course of action. This procedure doesn‘t apply for ETOPS flights. - Below alert height the aircraft is assumed to finish the landing with a failure of any redundant system. But make a missed approach for the following conditions below alert height and before touchdown. a- Autothrottle disconnected b- No auto land annunciation and c- Autopilot disconnected - If an autoland is accomplished on a contaminated runway, the pilot must be prepared to disengage the autopilot and take over manually should ROLLOUT directional control become inadequate. Autoland operation system After LOC and G/S Capture Shortly after capturing LOC or G/S and below 1500 feet RA: the second A/P couples with the flight controls test of the ILS deviation monitor system is performed and the G/S and LOC display turns amber and flashes ET-ANZ - ET-ASJ test of autopilot rudder servo is performed FLARE armed is annunciated ET-ANZ - ET-ASJ ROLLOUT armed is annunciated ET-ALK - ET-AQQ, ET-ASJ - ET-AWC the SINGLE CH annunciation extinguishes A/P go–around mode arms but is not annunciated. 800 Feet Radio Altitude The second A/P must be engaged in CMD by 800 feet RA to execute a dual 18 NE channel A/P approach. Otherwise, CMD engagement of the second A/P is inhibited. 500 Feet Radio Altitude ET-ANZ - ET-ASJ The pilot is required to check for the presence of LAND 3 or LAND 2 in order to continue the autoland. If the second autopilot in CMD remains armed and does not engage, LAND 2 or LAND 3 does not annunciate. Instead, the amber NO AUTOLAND annunciation alerts the pilot that dual control has not been established and the autoland is to be discontinued. 450 Feet Radio Altitude ET-ANZ - ET-ASJ The alignment mode is enabled which provides rudder compensation for the purpose of decreasing large crab angles produced by crosswinds, and to control the adverse moments caused by an engine failure. The automatic correction for aircraft crab angle due to crosswinds and engine failure enhances flight crew runway perspective and provides optimal aircraft position for initiation of rollout control. In a strong crosswind, the airplane does not fully align with the runway but lands in a slight crab. Sideslip is limited to 5 degrees. This mode is not annunciated. 400 Feet Radio Altitude The stabilizer is automatically trimmed an additional amount nose up. If the A/Ps subsequently disengage, forward control column force may be required to hold the desired pitch attitude. If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage. Flare The A/P flare maneuver starts at approximately 50 feet RA and is completed at touchdown: 19 NE ET-ALK - ET-ALN, ET-ATV - ET-AWC FLARE engaged is annunciated and F/D command bars retract. ET-ANZ - ET-ASJ FLARE engaged is annunciated and with LAND 3 annunciated, F/D command bars center. the A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at touchdown. A/T FMA annunciates RETARD. the A/T automatically disengages approximately 2 seconds after touchdown. ET-ALK - ET-ALN, ET-ATV - ET-AWC the A/P must be manually disengaged after touchdown. Landing roll-out is executed manually after disengaging the A/P. Rollout ET-ANZ - ET-ASJ ROLLOUT arms when LAND 2 or LAND 3 annunciates. 20 NE  21 NE  22 NE GENERAL LIMITATIONS Maximum allowable wind speeds when landing weather minima are predicated on autoland operations: Headwind 25 knots Tailwind 15 knots* Crosswind 25 knots The maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees respectively. The autoland capability may only be used with flaps 30 and 40 with both engines operative. The autoland capability may only be used with flaps 30 with one engine operative. Autoland capability may only be used to runways at or below 8,400 feet pressure altitude. Experience requirments After successful completion of low visibility simulator training the PIC or the trainee captain has to fly a minimum of 20 sectors on the type including line flying under supervision (Route Check), to practice CAT II/III approaches in the actual aircraft. 40 sectors as a First Officer in CAT II/III approved aircraft after completion of final line check on type. A minimum of 5 CAT II/III approaches must be practiced before executing actual CAT II/III approach. When carrying out a practice low visibility approach and auto land using a non-guarded facility (Low Visibility Procedures not in force) or using a CAT I facility, raw data and visual cues must be closely monitored to ensure that an unsafe situation does not develop. The practice of CAT II/III approach must be confined to ―good weather conditions, (better than ceiling 600 ft/visibility 3200 m). In conditions lower than this, CAT I procedures must be observed. Currency requirements In order to be current at least one LVTO and approach to the lowest applicable minima shall be flown during the conduct of proficiency check. The evaluation will include failures of A/C and ground facilities. In addition Once authorized to operate to Low Visibility Minimum, it is the individual pilot‘s responsibility to maintain his proficiency by carrying out a minimum of 5 CAT II/III approaches, actual or practice, between simulator checks. The 5 practices are only for keeping once own proficiency. The practiced landings shall be recorded on the AUTO APPROACH AND AUTOLAND PERFORMANCE REPORT record form to be submitted to flight operations. The pilot keeps record of the practiced landings on the low visibility record card (LARC). At least one such approach shall be carried out every 60 days. appendix CAT II/III APPROACH BRIEFING CHECKLIST FOR B737 23 NE  Before commencing a CAT II/III approach the crew will check and brief the following. a) Both pilots are CAT II/III qualified and current b) PIC shall be the PF c) Aircraft maintenance status (Approach Category Status Placard) d) Landing weight must be at or below maximum certified landing weight e) Destination and alternate weather f) Use of CAT II/III approach chart. g) Runway status, CAT II/III, surface condition, use of auto brake, taxi chart and exits h) Fuel status and action after go around i) Alternate airport on ROUTE 2 j) Radio altimeter – CAT II/III minima (For CATIIIB with DH set 20‘RA) k) baro minimums – CAT I minima l) Use of anti ice and exterior lights m) make sure low visibility is in progress* n) Start APU at 10,000ft AGL (FL100) o) Check recall and make sure NO AUTO LAND is not annunciated. p) Adjust seats Flaps 40 is the recommended flap setting for a better visibility during low visibility approaches. * Not required for practice approach Equipment requirements CAT II CAT IIIA CAT IIIB Fail passive Fail passive Fail operational Engines 1 or 2 1 or 2 2 One engine operation One engine operation at flaps 30 or two at flaps 30 or two engine operation at engine operation at flaps 30 or 40 flaps 30 or 40 24 NE  Autoland status 2 (single channel, 2 (LAND2 or 2 (LAND3 only) enunciation LAND2 or LAND3) LAND3) autothrottle 0 0 required wipers Required for each Required for each Required for each Approach minima Required for each Required for each Required for each display Flight mode Required for each Required for each Required for each annunciation Auto pilot 1 or 2 ( manual 2 2 landing is possible.) ILS receivers 2 2 2 Display source 2 2 2 Independent source of 2 2 2 electrical power Hydraulic system 2 2 2 IRS 2 2 2 Control column stab One on each side One on each side One on each side trim switch Bus tie breaker closed closed closed Radio altimeter 2 2 2 B737-700 Disengage the autopilot after touchdown. Control the airplane manually. B737-800 Disengage the autopilot before turning off the runway. AFDS roll out mode performance cannot be assured when used on contaminated runways. Therefore sufficient visual cue is required during roll out. If an autoland is accomplished on contaminated runway, the pilot must be prepared to disengage the autopilot and take over manually should roll out directional control become inadequate. 25 NE