Note the Category “B” aircraft need 4000 feet of RVR for the “S-LOC” or Localizer approach. In this example, the ILS 10R at Portland requires either 1800 ft of RVR for all categories. The FAA also provides a colorful chart in the FAA’s Instrument Procedures Handbook: What RVR do you need to do an approach?Įvery approach plate will show you what RVR requirements you need. The CFR 91.175 (h) (2) has a table with corresponding RVR (feet) and Visibility (statute miles). Sometimes you will need to translate the visibility into RVR or vice versa. The NOTAM website and the RVR Status Monitor website do NOT talk to each other.
Just be careful and check the NOTAMs as well. The FAA’s status monitor page is a quick way to determine if the RVR is working at a particular airport. I did a quick screenshot of some (not all) of the airports with RVR: I suspect there is an equivalent website although I could not find it. It is fantastic!įor anyone outside the US, do some research. For those of you in the US, I highly recommend you bookmark the RVR monitor page. The easiest is to go to the FAA’s RVR status monitor page.ĭon’t see your airport? Then they probably don’t have RVR. There are a couple of ways you can find out. You can assume all Class B and Class C airports have RVR, but the Class D airports may not.
#LOCALIZER 18 MILES UPDATE#
I don’t know why they didn’t update the METAR with RVR. I took off from Alexandria, Louisiana and the METAR reported visibility in statute miles, but the tower had an RVR readout. If you only see visibility reported in statute miles on the METAR, the airport probably doesn’t have RVR.
This may seem like a no brainer, but RVR is only reported at airports with an RVR system installed. In the United States, you can assume it is in feet. RVR is reported in either feet or meters. Have you ever flown out of an airport where the arrival end of the runway is completely socked in but the other three-quarters of the runway is clear? The METAR would report “clear,” if the weather station is on a clear part of the field, but the RVR report would measure the lower, more accurate visibility. This is an important distinction because visibility reported on the METAR doesn’t give completely accurate visibility readings if the weather station isn’t near the runway. The advantage of the RVR system is it gives you an excellent idea of what’s happening on the runway. Put simply, it is a tool to help pilots evaluate whether they can land or takeoff. Runway visual range is a measurement of actual visibility down the runway. What is the runway visual range (RVR) and why is it important to pilots? Let’s start with the basics and then I’ll explore how RVR relates to standard takeoff minimums, lower than standard takeoff minimums and approach weather requirements.
The RVR report has important legal implications for instrument pilots. I will answer all of these questions and more. Why use RVR instead of just using the visibility report? What is the difference between visibility and RVR reports? For new instrument pilots, the runway visual range (RVR) systems are a little intimidating and confusing.
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