8 Flashcards
ETOPS planning minima 8.21.5
From anticipated time of landing until 1 hour after latest time of landing:
Precision App:
DA + 200 ft RVR + 800 m
Non-precision App:
DA + 400 ft RVR + 1500 m
Crosswinds unaffected by engine status.
Can apply relevant correction to Cat II / III minima.
8.22.1 Low Visibility Operations
Strictly speaking, the term Low Visibility Operations (LVO) applies only to takeoff operations conducted in less than ??? RVR, or approach and landing operations in less than ??? RVR
Take-off 400m
Landing 550m
For takeoff operations with any RVR element – TDZ, mid-point or stop-end – below 200 m
All 3 RVRs are required to be at or above the appropriate minimum value.
8.22.1a
LVP Ops - Commencement & continuation of approach.
On landing – whether the stop-end is relevant?
If it is what is required stop end RVR?
8.22.6a
‘Relevant’ in this context means that part of the runway used during the high-speed phase of the landing down to a speed of approximately 60 kt.
If the crew deems the stop-end to be relevant, it is controlling and the required RVR is always 75 m.
8.22.6a
What RVRs are required for LVP approach to continue below 1000ft Above the Aerodrome?
The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend. For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m.
8.22.3d
Take-off – Take-off Ban
Take-off is not permitted if any of the following is below the relevant minimum:
Note:
Pilot assessment of TDZ RVR when practical always overrides the reported TDZ RVR or Met visibility (either to increase or decrease the reported RVR). Pilot assessment may not be practical where runways are humped or the RVR limit is high.
1) The reported Touchdown Zone (TDZ) RVR or Met Visibility
2) The Mid-point RVR, when reported.
3) The Stop-end (Rollout) RVR, for operations below 200 m RVR.
4) The cloud-ceiling (if specified in the AOM) or:
5) The runway is indistinguishable from its surroundings.
What is the minimum required runway lights for take off / landing at night?
8.22.3e
Night: at least:
runway edge lights and runway end lights;
or
runway centreline lights and runway end lights
8.22.9 Night Operations
Runway edge and runway end lights must be on for all night operations, threshold lights must be on for landing by night.
8.22.5.c Authorisation of Non-precision Approaches Flown Without Using the CDFA Technique.
EASA Ops requires authorisation from the CAA to fly any Non-precision Approach other than by using the CDFA technique. The following approaches are authorised?
KJFK VOR or GPS Rwy 13 L/R (The ‘Canarsie approach’)
8.22.8
A conversion of meteorological visibility to RVR (CMV) is not to be used:
1) When reported RVR is available; or
2) For calculating any takeoff minima; or
3) to establish any required approach and landing RVR minimum less than 800 metres.
Effect on Landing Minima of Temporarily Failed or Downgraded Ground Equipment.
RVR Assessment System:
1) CAT III B No DH
2) CAT III B / CAT III A / CAT II
8.22.11
1) At least one RVR value to be available on the aerodrome.
2) On runways equipped with two or more RVR assessment units, one may be inoperative.
8.28.5d
Severe windshear is considered to be uncontrollable changes from normal steady flight conditions below 1000 AGL, in excess of the following:
1) 15 kts indicated airspeed.
2) 500 fpm vertical speed.
3) 5° pitch attitude
4) 1 dot displacement from the glideslope/glidepath.
5) Unusual thrust levels for a significant period of time.
Reduced thrust may be used if any windshear expected during or after take-off is caused by strong winds not associated with CBs or frontal activity.
Windshear Go-around
On aircraft fitted with aural windshear warning systems, if a GPWS “Windshear” warning is received, a windshear Go-Around must be carried out.
Exceptionally, in conditions of extreme turbulence associated with strong winds and not Cb or frontal activity, a warning may be treated as advisory provided that this warning has been anticipated, briefed for in the Approach Briefing and appropriate allowance made.
8.0.5 Crew Operating out of Uniform
Authorisation to operate out of uniform must be obtained from the DFCM or DOM, as appropriate.
How many crew many crew in uniform required?
At least the minimum legal Cabin Crew complement must be in uniform to operate with passengers on board.
Aircraft Emergency Alternate (E)
8.2.3 Airfield Classification Policy
These airfields are colour-coded RED and have at least:
1) one suitable runway, LDA sufficient at MLW wet zero wind
2) basic RFF cover (at least RFF 4).
Some ground handling facilities may be available but this has not been checked and therefore cannot be assured. Flight crew should only elect to land at an Aircraft Emergency Alternate if there is an Aircraft Emergency and no other suitable alternate is available.
Secondary Alternate (S) 8.2.3 Airfield Classification Policy
These airfields are colour-coded YELLOW and have suitable runways, taxiways, aprons and basic RFF cover (at least 4).
Only basic ground handling facilities may be available and passenger handling is not assured.
Primary Alternate (P) 8.2.3 Airfield Classification Policy
These airfields are colour-coded as GREEN and have suitable runways, taxiways and aprons. A full range of ground handling facilities including some level of engineering cover and full RFF cover (2 below a/c cat). These airfields are the primary alternates in all circumstances including medical diversions.
