week 1

Pretty good week. Week one of training is behind me. It consisted of Basic indoc, which is basically policies and procedures for the company. Pretty dry material, but we are required to take a written test at the end of it so I had to pay attention. Passed the written yesterday with a high grade, so now its on to CRM training. We have the weekend off, but Mon and tuesday will be spent examining how crew resource management has failed and succeeded by examining past accidents. Should be interesting.

There are 16 people in the class. Average age is around 26, and I think I am the only guy from the mid atlantic/east coast.

Systems starts on Wed. I will be up to my ears in fuel and electric systems. Have to pass my systems exam before I get to go on to the FTD and Sim. Gotta stay focused and keep working hard....one day at a time.

BRING IT!

Only a few days till I start training and Ive gotta say I have never been this excited about anything......ever. All the arrangements are in place and I am chomping at the bit to get rolling. I have my flows down for the most part, and am absolutely confident that I will be successful in training. The sequence for training is about 2 weeks in ground school to learn systems, company policy, and other "stuff" that they feel we need to know...then its into the FTD and eventually into the SIM, where its really gonna get fun. Ill keep you posted.

Rain.....

With about a week or so left as a flight instructor(at least an active one) I am trying to tie up loose ends, figure out where my guys are gonna go, and at the same time make some money. so much to be done. I was scheduled for what probably would amount to around 30 hours of flying in the next week. After perusing the local forecasts for the weekend it looks as though only about a 3rd of that will take place. Rain is forecast for the entire area for Sat and Sunday. I am slated to fly a student of mine down to KFCI(near Richmond) on Sat to pick his father up. They have tickets to the Indy Baltimore game so the flight has to take place. The agreement was that we will go IFR if we need to, and we will use it as a lesson in IFR flying if the clouds arent too low. We are also using the experience for him to knock out some x-c time towards the 50 hrs of PIC x-c needed for the instrument rating. He also needs 10 hours of dual in the arrow before he can rent it. So, three birds with one stone....not bad.
So, looks as though the weekend wont be as nuts as I had hoped for, but should be productive nonetheless.

And oh yeah, I passed 1300 total time yesterday in the pattern at Hagerstown Regional. Another milestone.

Lots to do before I head out of town on the 21st.

Cleared direct Mehan

Flew with my instrument student the other night. We hadnt flown in a couple weeks so we figured an easy IFR trip somewhere would be in order, with approaches at both ends. We departed Leesburg at night, under clear skies and pretty heavy winds aloft. Our clearance was direct Still, Martinsburg, v 166 to Westminster VOR, direct Martin State. Martin State is a Class Delta airfield about 15-20 miles north of Baltimore/BWI. We were treated to a nice tailwind on the way up there. Winds from 240 at around 40 knots at 3000 ft. My student and I were hoping for an ILS approach at Martin, however when we checked in with the Approach controller he advised that we could expect vectors to the visual approach at Martin. I requested the ILS, however the ILS was out of service. We opted for a localizer approach into the airport from the NW. "you can expect the Localizer 15 at Martin..." were our instructions. It was soon direct Mehan intersection, and to cross Mehan at 2600, cleared localizer 15 approach. Those that know me, know why this approach was so unique. Specifically the initial approach fix that we were cleared direct.

I suppose with the number of fixes out there the odds were in my favor that Id have one named after me........

The ERJ

Jetlink

3 AM Wed morning it began........I boarded a 6 am flight from IAD to IAH on a CAL 737-300. Arrived into IAH(houston-george bush airport) around 830 am. Nice touchdown on 26L and subsequent taxi from hell to get to the gate(those who frequent IAH know what I am talking about). Hopped off the plane and into a shuttle that took us over to Express Jet headquarters. All I have to say is that place is one class act. Everyone there is super cool. The HR rep took us to a room, that I would get to know very well, and gave us all a briefing on the company. Then it was hurry up and wait. 25 of us there to interview so it took them a while to go through paperwork. Once it was all sorted the sessions started. There were three rooms; a jeppesen chart room, a "what would you do" room, and finally an HR room that would decide our fates. I was hit with some very good hard questions in all of the room, but it seemed as though the HR room was where it all happens. I really think your personality and ability to interact with the HR woman and one of the company managers plays a large role on whether or not you get the gig. Anyhow, after a short talk I was told to wait in the hall while they reviewed my bidding. The HR person soon came out and handed me a binder and a poster and said they would like to offer me a position and would I accept. I gladly said I would. Never been happier. Now its just a waiting game to get the final confirmation on the background check and the piss test. Not that I have much to worry about but you know how it goes. Anyways, I am thrilled to soon be a part of the express jet family. It is a dream come true and I have many people to be thankful to.....Once I get a chance to start actually flying I am going to make a video that Ill be sure to post on here. Looks like Cleared for the Visual is about to get a little more interesting.

Third time must really be the charm.

Merry Xmas

Merry Xmas everyone. Hope that everyone is having a nice holiday with family and friends, and that everyone is being safe out there. Whether you are on the airways tonite, or sitting at home with family and friends, I wish you all the best.

Got a gig

So, I had a phone interview with Ram Air Freight based in RDU yesterday. The guy I spoke with told me he would recommend me to be hired to the chief pilot. Sounds like a great opportunity. I will initially start off in the Piper Lance, a strong and reliable aircraft. With all my Arrow time it should be a breeze for me to transition. Once a slot opens up I will move into either a seneca, a baron, or a cessna 402. Its nice to have this lined up, because it really takes the heat off the express jet interview. EXJET is still my number one, and I am still preparing for the interview as though the job was mine.....but a little of the pressure is off. Did I say "a little".....? Cause I am still stressed...lol.

Ram air will be a great spot for me to hone my skills as a pilot flying single pilot IFR missions in all types of weather and at both day and night. Here is a pic of a Lance.

Skylane IFR

I blasted off the other afternoon with a buddy to go to Norfolk international to pick up a buddy of his. We launched IFR into severe clear skies, but an airmet for moderate turbulence along most of the route. It was definitely a bumpy ride, but got better as we made out way south. We were cleared direct casanova, then haney intersection,Richmond Vortac, wakes intersection, direct norfolk. Nice easy trip. Once airborne we were routed west of dulles and then on course to the south direct to Haney intersection. about 15 miles from Haney we were cleared direct WAkes intersection. That took us right over Richmond and a great view of the city. As soon as we were handed off to Norfolk approach control we were assigned a heading and radar vectors to the visual approach to runway 23 at Norfolk. Nice ride in. Sun was setting, ships pulling into the harbor and a nice manly sized a/c carrier steamed into port.

The trip out was fun for me. I sat left seat with Dan in the back. His buddy sat up front with me. I was single pilot IFR all the way home. I loved it. Clearance was norfolk 3 departure, radar vectors to hopewell vor, richmond, coatt 4 arrival and then direct leesburg. I was on vectors for most of the first part of the trip, but as soon as it got dark I was cleared direct to Falko, a waypoint on the arrival. I was at 6000 ft and doing about 100 knots over the ground, right into the wind. It was a long ride home. Once over falko I resumed the arrival and was cleared direct baron intersection, direct Mixnn intersection. This put us on the east side of Dulles, very close to the FRZ that surrounds wash DC. The dreaded no fly zone.

Once abeam Dulles, I spotted the field and got radar vectors around the north end of the field at 2000. My last clearance was, "traffic, 2 o clock passing right to left at 3000, heavy 767 inbound for dulles, caution wake turbulence, you are cleared visual approach to leesburg". AWESOME!

What a great night to fly and put all my skills to test. Even stuck a nice xwind landing in the 182 at night....if I do say so myself. It is nights like this that I live for.

Ive been hitting the books extra hard in anticipation for my interview. Ill keep you all posted.

Good news at last

So, I have been pretty busy the last few weeks at the airport. Quite a bit of stress on me for a variety of reasons, but it looks as though it has all paid off. I am happy to report that most of it is very good news indeed.

I will start from the top....

Robbie, my older (former) student pilot is set to take delivery of a new cirrus SR22 this week. We were under a time constraint to get him his license, and every time we tried to fly weather or something else would get in the way. In any event, Robbie finally got it all together and went to take his private pilot checkride with a local examiner here at Leesburg. Ive never seen a guy so nervous and tense as he was that day. But apparently he did fine, and is now a licensed private pilot. Next on his agenda is cirrus training at Leesburg in his plane, as well as me getting checked out in the aircraft. I will get a day of factory training by a cirrus instructor so that I can feel comfortable in the airplane when we do his instrument.

I also passed 1200 hours. So that makes me officially eligible for alot of 135 single pilot ifr work that is out there. Its mostly freight gigs that involve night runs in barrons, senecas, lances, c210's and caravans. I am sitting at about 1240 right now and 138 multi.

As quickly as I reached part 135 mins I also got a letter from express jet---the regional for continental airlines. I interview on the 27th and am very excited. The other two interviews with comair and eagle were practice sessions for this one. As sad as I was to have not been previously selected at comair or eagle, I am very thankful to have had that practice. Invaluable. The gouges seem to be very jeppesen focused. They ask rather obscure symbology questions, and expect you to have a very indepth working knowledge of the charts. They also provide carrier service to Mexico, so a great portion of the interview involves looking at Mexican approaches and departure procedures. I have been lucky enough to get my hands on an approach plate from Saltillo Mexico that they use on the pilots proficiency check. Hopefully I will get that presented to me in the interview. The very nice thing about the interview process is that I will get to know immediately afterwards whether I was selected or not. No waiting on pins and needles for days wondering.

Everyone keep me in their prayers....perhaps the third time will be the charm.........

Cessna 182--The "Skylane"

Today was absolutely gorgeous. I woke up at 530 am and left in the dark for what I figured to be a windy and cold day. I was dead wrong. Temps topped 65 and winds werent any stronger than an occasional gust to 12...right down the runway. After the last couple of days and the massive nor'easter that moved up the coast I figured today would get the backlash of wind that usually follows. As it turns out there really wasnt a frontal passage associated with that.....so...no wind. nice.

I started the day with some pattern work with Gene. We worked on his landings for an hour or so. Then I had the opportunity to fly the Cessna 182 Skylane over to Front Royal. Jim has been kind enough to let us fly his airplane out at Leesburg while hes been too busy to fly. So, the nice weather was here and he wanted to fly so I took it back out to FRR for him. What a great day. The winds were mellow, the temps standard, and visibility was greater than 30 miles. I knew I needed to make a short field landing at FRR so I took the opportunity to do some slow flight, a power off stall and some maneuvering to get used to the heavier feel of the Skylane. I did a couple touch and goes at Winchester and then headed over to FRR. Before I landed I needed to figure out how to get home via the public road system, so i flew the route Id drive from the airport to I66. A good idea as it turned out to be confusing enough. Some solo stick time in a different airframe was just what I needed. Break me out of the routine.

The afternoon sent me out with Sean to work on ground reference, steep turns, and forward slips and traffic patterns. We hammered out some problems he was having with his landings. Winchester was a bevy of activity and it made it tough to work the pattern. Touch and goes were the only option since there was a line of aircraft waiting to depart. I usually try to do full stop and taxi back when working the pattern to give them a chance to breath. It worked out though.
The rest of the weekend is looking good. Not alot on the schedule but Im sure something will materialize. I am about 15 hours from part 135 single pilot mins. Good stuff.

Read a news article stating that comair lost 12 of its jets. What that means is that Delta outsourced its regional flying for 12 of those jets. All just another cog in the wheel to get out of bankruptcy. Maybe things do really work out for the best after all. At this pace Comair furloughs could be right around the corner. hmmm.....

Interview #2---NOT

Anyone seen Borat?.....................Not. If you saw the movie you will know the reference I am getting at. Anyways, Got a letter today from Comair....Thanks but no thanks is the basic gist of the letter. I suppose there is solice and Cliche in the fact that the experience of the interview was worth the trip.....but geez. What do they look for in these interviews. I felt that most of my answers were pretty straightforward and correct, but I guess it wasnt good enough. So, its back to the drawing board. Third time is the charm right?

I flew with a guy tonite that hasnt flown in 10 years. He is a retired airline captain from a major airline flying airbus 310's. He loved flying and when he retired he got into sailing. Now he misses aviation so much that he wants to get back into it. We hopped into a cessna 172 and took off into an overcast sky but with decent vis. Somehow he had a way with Potomac approach control and they treated him to a class bravo clearance and flight following for the 25 mile flight to Winchester regional. Arrival into Winchester was interesting. He flew a downwind wider than I have ever seen....Airbus 310 style. He wanted to fly final alot faster than 65 knots, and he wanted to flare 50 feet in the air. All classic mistakes made by former airline pilots. I also had a hard time getting him to set power to idle once we were over the runway.

Anyhow, one of the last things he told me what to never quit. He said he was in his 40's flying charter work before he got his dream job. To keep working hard and keep pushing forward and it will pay off. Right now it sure feels like I am sitting idle, but maybe the old saying of "its always darkest before the dawn" is about to ring true. I sure hope so.

The Dream

I have met many different people while instructing, but there is always one thing that we all have in common. People come to the airport because they love airplanes and they love to fly. Some people are luckier than others. Some get to take lessons while other watch, some get to own their own aircraft while others rent, and some get to pursue the dream of being a pilot of something larger and faster while others have to settle for weekends in a cessna or diamond airplane. A student of mine told me other other night that I was getting to do something that he always wanted to do....become an airline pilot. I suppose I have been fortunate enough in this life to be able to easily attain my ratings, safely fly over 1100 hours, and spend my nights and days at the airport introducing others to aviation. Its a dream of a lifetime, and I am getting to live it....however, I have had to make significant sacrifices enroute to where I am right now. Money is only the tip of the iceberg. CFI's are routinely underpaid, and for what we do on a daily basis it is hard to make a living. CFI's are also routinely asked to put their license on the line while giving instruction and signing logbooks. From students that go out to solo, to people you sign off to fly the flight school aircraft, to people whom you arent even giving instruction but find yourself in the right seat.

I wont go into details right now because of pending legal action, but I can tell you that life isnt fair at times. As a country song I listened to tonite said, "god is great, but life aint always good". An incident took place recently involving an aircraft, a brand new owner and a relatively experienced flight instructor. By the grace of god noone was injured, but a mechanical annomaly caused something very serious to happen. Even though this particular instructor had zero time as PIC in this particular make and model, and the pilot/owner had at least some time in this make and model, the CFI is still going to take the heat. A very unfair practice, but oftentimes takes place in the world of GA. In this situation the FAA hasnt placed blame on the CFI, but other channels are trying to do just that. I am hopeful that this will work itself out, but its still hard to say at this point.

I guess what I am trying to get at is that I have given up alot to chase "the dream", and I work hard and try to be safe in what I do. Its just not fair for me to have to deal with situations such as this, but I guess its part of the gig. I didnt make this bed, but I am being forced to lie in it.

So, any new cfi's out there that are willing to hop in an airplane to log the time be wary. Go get some instruction of your own in new makes of aircraft. A couple extra hours is not worth the heartache and hassle of something mush more serious happening. And those that are out there just flying around on the weekends, enjoy and savour the experience. It gets very routine at this level and some of the magic has left what we do. I would give anything to restore that "feeling" again...the feeling of being excited at flying traffic patterns for an hour or just making a trip to the practice area for a short flight after work. Be safe out there.

Interview #2

The trip started out of Reagan National Tuesday afternoon. I boarded a Delta MD88 and departed off of runway 1 into an overcast sky of around 5000 ft. A nice smooth flight and a left downwind and visual approach into the Cincinatti Northern KY airport. I quickly grabbed my bag and boarded a van to the Hotel. I settled in and ordered some dinner and hit the books.

The next morning I met in the lobby for the van to the Comair headquarters. There were 9 others also headed to the interview; all with their blue/black suits on and an armful of paperwork. We were greeted at HQ by a senior captain/ IOE checkairman/part time recruiter. He gave us about an hour long briefing on the company, benefits, the hiring future, and what would go on that day. He did his absolute best to make us feel comfortable and relaxed. With a room full of male pilots going for an airline interview....thats a hard thing to do.

I was scheduled to interview in the morning, and take the cognitive eval test in the afternoon. The other half of the room went to the cog portion first. I was glad to interview before lunch.

A very pleasant senior Captain called me in. I met with her and a guy from HR. They were both awesome and made me feel comfortable. They started in with questions on "why comair?, "tell me about a time you had to think quick in the airplane..", "what would you do if the captain was drinking within the 12 hours rule?" "how would you continue to have success at the regional level?", "Would you ever take the controls from the captain if he was flying and you felt unsafe?". All very basic questions that they used to gauge how your thought process worked. Then it was on to the approach plate questions. She showed me a plate from the arrival into Laguardia. Asked me about holding speeds, and tried to trick me up with some information on the chart. She failed. I knew exactly what she was getting at. Then it was a departure procedure out of JAX, radar vectors to SAV....whats the Departure frequency? Easy. Then, brief me on the ILS runway 4 into LGA. I was a bit flustered at this point due to nerves but I think I did ok. It is all stuff I know how to do. Then she asked me about the fuel system on the Duchess. Lucky for me I had reviewed the schematic on that the night before so it was no problem.

Anyways, it was back on a 737-800 out of Cinci to DCA. I was glad to be home. Anyone who reads this please think about this in the next week. I will find out If I was succesful in the next week, or later if I wasnt successful. I really wouldnt mind working for Comair, and even though the current situation isnt the best, it cant get any worse, and can only get better. AMEN.

comair

Been busy......stll flying alot even though the weather has been getting bad. I got an email last week for another interview...this time with delta connection Comair. They operate the CRJ 200 and 700....50 and 70 seat regional jets. It would be a great place to start a career...not my number 1, but I wont be picky. I soloed Katie last week. She was probably my easiest pilot so far. Very sharp young lady. Did some flying in the cougar with 20 knot winds...hit my head on the ceiling a half dozen times. The heavier twin handles the crosswind a lot better than the cessna. Went with a guy IFR to hagerstown the other night in the Seneca. That was a blast. Its business as usual at the flight school though. One of the instructors has left and another one is part-part time so I am handling most of the students....not a bad gig.

x-country flight plan

So, I am sitting at home on a Friday night pondering my good fortune. I was pretty bummed after the eagle interview, but as the old saying goes, when one door closes another door opens. I spent yesterday in the airplane all day...literally. I maxed out my duty day of 8 hours of flying, and capped my day with an IFR trip up to KFRG. Farmingdale, Long Island, NY. Our clearance was JYO-martinsburg-v214 to baltimore-v268 to smyrna-v16 to kennedy-direct. We took off to the north in the 172 and was soon instructed by potomac approach control to go direct Wooly intersection. we picked up v214 at wooly and was soon overhead of BWI at 5000. We stayed on the airway and once passed smyrna, hopped off the airway for a practice ILS approach at Millville municipal. What a great approach that was. Then it was back onto the airway direct to cedar lake VOR and gave a call to atlantic city approach. We passed about 40 miles west of Atlantic city. The casinos made it easy to spot. Next was mcguire AFB approach and the voice of a young airman greeted us on the horn. Heavy airforce jets crowded the freq. We watched as newark arrivals from the south passed offshore and crossed out path as they maneuvered for runway 4 at newark. Crossing Dixie intersection which is about 15 miles southeast of the Verazano bridge into long island, we contacted NYapproach. It was go time. My student was so pumped. WE passed overhead JFK at 5000. Departure control had numerous aircraft coming off kennedy which were turning NE directly under us. Most were heavy international departures on the canarsie climb--and I think kennedy 4 departure. Pretty friggin cool. Departure stopped their climb at 4000 until they passed underneath. You can blame me when your airline ticket prices go up. IT costs fuel to level off and then start the climb again. We took a visual approach into FRG....we were number 3 for the runway and cleared to land on 32. the sun was setting and the scene could not have been more perfect.

The trip home was pretty much the reverse, except it was night and I was tired. But we still made it home around 1030, and got in our 3 approaches along the way. I think Brett learned alot, and I sure did too.

Another guy of mine needs a copilot to help him get back from California in his new Mooney. Hopefully Ill be flying back from LA to DC in a mooney this time next week. What good fortune. A real cross the country x-c. a test of everything Ive ever learned, both IFR and VFR. Ill post more on that, but in the meantime enjoy these pics.

Morning Dew

I woke up this morning for my 7 am flight to a lovely AWOS report of less than 1/4 mile, and 100 overcast in fog. I called Rob and told him the fog would burn off around 10 per the forecast and that we should fly later once it cleared up. Bob Kierein, the flight service guy, and the weather channel all declared that the fog would clear out around 10 once it warmed up. It never did.

The formation for fog is mainly due to a close dew point/temperature spread. Take a look at the Dulles metars from this morning. You will see that the temp and dewpoint started off eaqual but never had a chance to break apart. After the rain we had the other day and the light winds as this cold front approaches the air is laden with moisture.

KIAD 191605Z 18003KT 2 1/2SM BR OVC002 18/16 A2986 RMK AO2
KIAD 191552Z 00000KT 1 3/4SM BR OVC002 17/16 A2986 RMK AO2 SLP110 VIS W 3/4 T01720161
KIAD 191512Z 12003KT 1 1/2SM BR OVC002 17/16 A2986 RMK AO2 VIS W 3/4
KIAD 191452Z 00000KT 1SM BR OVC002 17/16 A2988 RMK AO2 SLP115 VIS W 1/2 T01670161 50001
KIAD 191352Z 00000KT 1SM BR VV002 17/16 A2988 RMK AO2 SLP116 VIS W 1/2 T01670161KIAD 191340Z 12003KT 1SM BR VV002 16/16 A2988 RMK AO2 VIS W 1/2
KIAD 191311Z 00000KT 3/4SM BR VV002 16/16 A2988 RMK AO2
KIAD 191310Z 00000KT 1 1/4SM BR VV002 16/16 A2988 RMK AO2 VIS 1/4 WEST
KIAD 191255Z 00000KT 1/4SM FG VV001 16/16 A2988 RMK AO2
KIAD 191252Z 00000KT 0SM FG VV000 16/16 A2988 RMK AO2 SLP115 T01610156
KIAD 191152Z 00000KT 0SM FG VV000 16/15 A2987 RMK AO2 SLP114 T01560150 10156 20128 53003 $
KIAD 191052Z 32003KT 0SM FG VV000 16/15 A2987 RMK AO2 SLP112 T01560150 $

The problem with this weather is that only the most sophisticated airliners can make it into the airport. Visibility is the controlling factor in shooting an instrument approach in the part 121 world. Larger airports with category 2 or cat 3 approach systems have RVR transmissometers installed for particular runways. RVR is runway visual range. It measures how far you can see when looking straight down the runway. There are usually 3 RVR sensors--touchdown, midfield and rollout. Only two need be operational before the required weather mins go up. Today was one of those days where the RVR was right on the edge. 1/4 mile vis is equal to about 1200 rvr. Imagine landing at 130 knots only being able to see 1200 ft in front of you. And then best part is, if you are inside the final approach fix and the rvr goes below mins you are still authorized to continue on down and take a look and land if possible.

Next time you are in the back of an airliner and you dont see the ground until you are over the runway, tell him/her good work. Your flight crew had their work cut out for them. Here is a wikipedia definition of RVR.

From Aeronautical Information Manual 7-1-16
There are currently two configurations of RVR in the NAS commonly identified as Taskers and New Generation RVR. The Taskers are the existing configuration which uses transmissometer technology. The New Generation RVRs were deployed in November 1994 and use forward scatter technology. The New Generation RVRs are currently being deployed in the NAS to replace the existing Taskers.
RVR values are measured by transmissometers mounted on 14-foot towers along the runway. A full RVR system consists of:
Transmissometer projector and related items.
Transmissometer receiver (detector) and related items.
Analogue recorder.
Signal data converter and related items.
Remote digital or remote display programmer.
The transmissometer projector and receiver are mounted on towers 250 feet apart. A known intensity of light is emitted from the projector and is measured by the receiver. Any obscuring matter such as rain, snow, dust, fog, haze or smoke reduces the light intensity arriving at the receiver. The resultant intensity measurement is then converted to an RVR value by the signal data converter. These values are displayed by readout equipment in the associated air traffic facility and updated approximately once every minute for controller issuance to pilots.
The signal data converter receives information on the high intensity runway edge light setting in use (step 3, 4, or 5); transmission values from the transmissometer and the sensing of day or night conditions. From the three data sources, the system will compute appropriate RVR values.
An RVR transmissometer established on a 250 foot baseline provides digital readouts to a minimum of 600 feet, which are displayed in 200 foot increments to 3,000 feet and in 500 foot increments from 3,000 feet to a maximum value of 6,000 feet.
RVR values for Category IIIa operations extend down to 700 feet RVR; however, only 600 and 800 feet are reportable RVR increments. The 800 RVR reportable value covers a range of 701 feet to 900 feet and is therefore a valid minimum indication of Category IIIa operations.
Approach categories with the corresponding minimum RVR values.
Nonprecision 2,400 feet
Category I 1,800 feet
Category II 1,200 feet
Category IIIa 700 feet
Category IIIb 150 feet
Category IIIc 0 feet
Ten minute maximum and minimum RVR values for the designated RVR runway are reported in the body of the aviation weather report when the prevailing visibility is less than one mile and/or the RVR is 6,000 feet or less. ATCTs report RVR when the prevailing visibility is 1 mile or less and/or the RVR is 6,000 feet or less.
Details on the requirements for the operational use of RVR are contained in FAA AC 97-1, "Runway Visual Range (RVR)." Pilots are responsible for compliance with minimums prescribed for their class of operations in the appropriate CFRs and/or operations specifications.
RVR values are also measured by forward scatter meters mounted on 14-foot frangible fiberglass poles. A full RVR system consists of:
Forward scatter meter with a transmitter, receiver and associated items.
A runway light intensity monitor (RLIM).
An ambient light sensor (ALS).
A data processor unit (DPU).
Controller display (CD).
The forward scatter meter is mounted on a 14-foot frangible pole. Infrared light is emitted from the transmitter and received by the receiver. Any obscuring matter such as rain, snow, dust, fog, haze or smoke increases the amount of scattered light reaching the receiver. The resulting measurement along with inputs from the runway light intensity monitor and the ambient light sensor are forwarded to the DPU which calculates the proper RVR value. The RVR values are displayed locally and remotely on controller displays.
The runway light intensity monitors both the runway edge and centerline light step settings (steps 1 through 5). Centerline light step settings are used for CAT IIIb operations. Edge Light step settings are used for CAT I, II, and IIIa operations.
New Generation RVRs can measure and display RVR values down to the lowest limits of Category IIIb operations (150 feet RVR). RVR values are displayed in 100 feet increments and are reported as follows:
100-feet increments for products below 800 feet.
200-feet increments for products between 800 feet and 3,000 feet.
500-feet increments for products between 3,000 feet and 6,500 feet.
25-meter increments for products below 150 meters.
50-meter increments for products between 150 meters and 800 meters.
100-meter increments for products between 800 meters and 1,200 meters.
200-meter increments for products between 1,200 meters and 2,000 meters.
Retrieved from "http://en.wikipedia.org/wiki/Runway_visual_range"