FLC WAS RELUCTANT TO USE 1 RVR AND THE PREVAILING VISIBILITY FOR TKOF MINIMUMS SINCE THE REGS AND THEIR ACR OPERATING SPECS WERE NOT CLR IN THIS AREA.

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TAXIED OUT TO RWY 13 WITH ATIS CALLING 300 FT; 1/2 MI. RECEIVED A TKOF ALTERNATE FROM DISPATCH IN CASE OF WX DETERIORATION; IT CAME DOWN TO 800 FT RVR ON TOUCHDOWN. WHEN WE WERE ABOUT #4 IN LINE. WE QUICKLY VERIFIED RWY CTRLINE LIGHTS WERE OPERATIONAL; MID RVR UNAVAILABLE AND ROLLOUT RVR (OTS); PREVAILING VISIBILITY WAS STILL 1/2 MI ON THE ATIS. THE 3 ACFT AHEAD (2 ACRS) DEPARTED WHILE WE STRUGGLED WITH THE OP SPECS TO DECIPHER THE LIMITATIONS. WITH ONLY 1 (TOUCHDOWN) RVR OPERATIONAL IT WAS SURMISED THAT WE SHOULD REVERT TO PREVAILING VISIBILITY AND WAS 1/2 MI. THE REGS ALLOW 66 PLUS 6 OR 6 PLUS 6 WITH SEVERAL VARIATIONS MAKING THE AREA GREY. A SOLUTION WOULD BE TO CLARIFY THE REGS USING FLOW CHARTS. ANOTHER SOLUTION WOULD BE TO MAKE THE TWR AWARE OF THE ABSOLUTE MINIMUMS FOR ACRS. (600; 600; 600 OR 600; T02; 600 ROLLOUT) AND HAVE THEM RECOMMEND THE ACR NOT DEPART IF EQUIP OR WX RENDERS AN OP BELOW MINIMUMS FOR ALL ACRS. A THIRD SOLUTION WOULD BE TO GET A SHARP PROGRAMMER TO WORK WITH THE FAA TO INTERPRET FAR'S AS THEY RELATE TO FLT OPS; THE RESULTS COULD BE DISSEMINATED BY THE TWR; DISPATCH; ACARS ETC. THE PURPOSE OF THE REGS ARE TO ENHANCE SAFETY. A MAJOR STEP TOWARDS THIS GOAL AND REDUCING VIOLATIONS AND INCIDENTS RESULTING FROM INACCURATE INTERP COULD BE ACCOMPLISHED BY COMPUTERIZED SMART REGS APPLIED TO REAL SITS ON A REAL TIME BASIS.