Converted Meteorological Visibility - [CMV Aviation].

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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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Time Stamps:
00:00 Intro
00:36 What is the Converted Meteorological Visibility
01:13 When You cannot use the CMV
01:36 How to use the Converted Meteorological Visibility
02:29 Pilot Climb Pilot Job INterview Course
02:33 Converted Meteorological Visibility Practical Use
04:23 Pisa Approach Event
05:20 CMV conclusions
#convertedmeteorologicalvisibility #pilottraining #pilotclimb

[@marcelolourenco6173]

FANTASTIC VIDEO

[@PILOTCLIMB]

Thanks for watching

[@faragelsayed2914]

Can ATC controller or the meteorological observer do these calculations and pass them to the pilot

[@wsAzly]

good explaination sir thanks

[@marcosainoza2788]

I think the restriction of 800m is not aplicable anymore, now is LVO and I think LVO is 550m or less...😊

[@PILOTCLIMB]

Hi, thanks for watching in many operators OMAs it is still a requirement. Many thanks for your feedback

[@Fly737]

Thank you!

[@PILOTCLIMB]

You are very welcome!

[@kristjan2130]

Nice explanation

[@PILOTCLIMB]

Many thanks for watching

[@surbhirajpal]

Wonderful

[@PILOTCLIMB]

Thanks for watching!

[@sotirioszachopoulos6006]

Depends the state the operation is carried out and the the approach lighting system. HIALS ( High Intensity Approach Lighting System ) , givess the intencity of the lighting greater than 5.000 candles . However the System used , such FALS - IALS -BALS-NALS , is the factor that counts in order to apply according ICAO , Aerodrome Operating Minima doc 8168 . For DGCA ( India) Crew Air Regulations , flight crew is not allowed to apply CMV , with all the above factors you mention , plus the ALS has to be minimum 420 mtrs of length and that falls into to category of NALS. We often use CMV , since during the Monsoon period the only method to plan and land especially at night , with these adverse weather condition is only to apply , CMV. Happy Landings Cpt. All the Best to this spectacular work you do . Very efficient !!!!! Looking forward for more videos !!

[@PILOTCLIMB]

Great comment!! I'm glad to see a colleague in the community!

[@sotirioszachopoulos6006]

@@PILOTCLIMB happy landings Cpt. All the best

[@salaheddinemessif7856]

Thank you Captain ..i have learned something new today

[@PILOTCLIMB]

Great! You are very welcome!

[@raccoonair]

New to me; thanks for sharing.

[@PILOTCLIMB]

You are very welcome!!

[@AVIATIONSOUNDEXPERT]

1) What is the difference between RVR and Visibility? 2) In which situations may it happen that the controller gives a visiblity info? 3) In which situations RVR is not availible? 4) Why is the factor during the night higher than during the day? That doesnt make sence because at night it is more difficult to see the runway? Or is the factor higher because of the approach lights?

[@PILOTCLIMB]

Hi, I made a video about RVR, check it out.. Yes at night it is easier to see the lights.

[@user-br4ib6rr3i]

Thank you for sharing. Do you mind explaining this example that confuses me? When the airport rvr equipment is not available, for the approach procedure with Cat I landing minimums is RVR550m or VIS800m, if light is HIRL, can approach when VIS is 400m?

[@PILOTCLIMB]

You are very welcome! when the minima is expressed also in VIS the visibility must be at or above that value.

[@anand-menon]

Captain Gabrielle, for a CAT 1 landing , the visibility should be 800m, the RVR 550m and the decision height 300 ft. Are you saying that CMV can be applied only if atleast CAT 1 landing minima conditions are met?

[@Iigor362]

Cat 1- 200 ft. Only cat 1

[@PILOTCLIMB]

For any approach with a Minima of 800M RVR or higher...