7754 Vol 1 Flyleaf - ICAO Public Maps

AOP III-3
19. At aerodromes where there is a requirement to
conduct Low Visibility Take-offs, the appropriate visual
and non-visual aids should be provided.
20. At aerodromes where auto-coupled approaches are
conducted on a routine basis, the quality of the signal in
space of the supporting precision approach aid should be
suitable for auto-coupled approaches.
21. When an ILS auro-coupled approach to a runway
is being conducted outside Low Visibility Conditions (Low
Visability Procedures (LVP) not in force), it is possible that
some disturbances of the ILS signal may occur. Flight
crews should inform ATC if they wish to conduct an
autoland with protection of the localizer sensitive area
(LSA). In this case, ATC should inform the flight crew if
protection of the LSA cannot be provided.
Implementation strategy of DMEs
associated to the approach and landing operations
Note.— Within the EUR Region it is likely that various
types of operations on the same runway are supported by
different approach aids, such as ILS.. MLS or augmented
GNSS. For these conditions specific requirements related
to the use of the distance information supporting the
approach and landing phase have been developed.
22. To avoid operational confusion in case of
ILS/MLS simultaneous operations, and when a DME is
associated with an MLS and a separate DME is associated
with an ILS, both DMEs should provide the same distance
indication along the approach.
23. For economic and operational reasons, where:
Runway visual range
Note 1.— Where RVR information is required for
operations in both directions of the runway, the same sites
would normally be used for both directions, e.g. RVR
information representative of the stop-end of the runway
would normally be provided from the site serving the
touchdown zone of the opposite direction.
Note 2.— RVR requirements for take-off in low
visibility are usually met by facilities provided to support
landings under such conditions.
a) ILS and associated DME are implemented; or
b) ILS is implemented and associated DME is planned; or
c) both ILS and associated DME are planned;
triple frequency pairing with MLS should be implemented.
24. To avoid operational confusion in case of
ILS/GNSS and or MLS/GNSS simultaneous operations, the
GNSS distance reading along the approach should be the
same as the ILS/MLS DMEs.
OPERATIONS
General
25. Measures should be taken to reduce, to the extent
possible, the risk of collision between aircraft and wildlife
during all flight phases conducted on or in the vicinity of
aerodromes. Such measures should include:
a) the reduction of wildlife concentrations at and near
aerodromes both by appropriate planning and practical
measures;
b) the collection and dissemination, in appropriate
form, of information on wildlife movements; and
c) the development of procedures permitting ATS to
alert flight crews of potential wildlife hazards.
Low visibility operations
26. For departure operations in RVR conditions less
than a value of 550m, sufficient visual and non-visual
guidance should be available to control the aircraft in the
event of both a discontinued take-off in adverse
circumstances and a continued take-off after failure of the
critical engine.
27. Low visibility operations should also require the
existence of appropriate runway incursion protection