General Aviation

The case a) is a general situation which does not mean a failure of any kind.It can be when you like to enter a traffic circuit where the tower is not present or out of operative hours.In this case you inform the other traffics in circuit of your intention.Some times it is even reccomended in the map and rules of that airport. The case a) is generally applicable any time you intend to inform all other traffic around of your presence.For example when you fly a wide area covered by a Flight Information Service Station (FIS) in space G very far from your position.You receive them because of their power trasmission by they cannot receive you due to your low power radio,nevertheless you want to inform the other traffic around you ,who listen the same FIS ,of your presence

Torben, we considering to address UL94 with the next revision of CS-STAN. However, to our knowledge UL94 is not available in the EU yet. Do you have access to it in DK?
Please find here the link to CS-STAN incl. SC202c:
https://www.easa.europa.eu/en/document-library/certification-specificat…

My answer would be yes. The basis is item 104 in Annex I (Definitions) to the Air Ops regulation:

"‘runway visual range (RVR)’ means the range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line;"

As RVR as is defined to be what the *pilot* can see, the determination of the RVR for take-off can be made by the pilot. (It is different for approaches as the pilot can't determine the RVR him/herself until the aircraft has already touched down and then it is too late.)

Brillant piece of art and extremely informative! Especially when flying to coastal areas and islands don’t forget to check Webcams. Fog moving horizontally over water is not easy to forecast. Stay safe!
Ray Brown, www.air-speak.eu