All Weather Operations Flashcards
Max wind conditions ILS CATII CAT III
Max wind conditions ILS CATII CAT III
A319/A320
Headwind 30kt
Tailwind 10kt
Crosswind 20kt
AUTOMATIC LANDING
Autoland are approved in CONF 3 and CONF FULL
Glide slope angle between -2.5 ° and -3.15 °
Automatic landing is not allowed below -1 000 ft pressure altitude
ILS/MLS CAT II and CAT III autoland and GLS CAT I autoland are approved in CONF 3 and CONF FULL.
With an airport elevation at or below 6 500 ft
With aircraft weight below the maximum landing weight
AUTOMATIC LANDING
Autoland are approved in CONF 3 and CONF FULL
Glide slope angle between -2.5 ° and -3.15 °
Automatic landing is not allowed below -1 000 ft pressure altitude
ILS/MLS CAT II and CAT III autoland and GLS CAT I autoland are approved in CONF 3 and CONF FULL.
With an airport elevation at or below 6 500 ft
With aircraft weight below the maximum landing weight
Low Visibility Take-off (LVTO)
Low Visibility Take-off (LVTO) - A take-off where the Runway Visual Range (RVR) is less than 400 m
CAT II approach
CAT II approach - A CAT II approach is a precision instrument approach and landing with DH lower than 200ft but not lower than 100ft, and a RVR not less than 300m.
CAT IIIA approach
CAT IIIA approach - A CAT IIIA approach is a precision instrument approach and landing with DH lower than 100ft but not lower than 50ft and a RVR not less than 200m.
Alert Height
Alert Height – The height above touchdown, above which a CAT III Auto land would be
discontinued and a missed approach executed, if a failure occurred in either the airplane systems
or the relevant ground equipments.
Alert Height = 100 ft for A320.
Fail-Passive Flight Control System
Fail-Passive Flight Control System - A flight control system is fail-passive if, in the event of
failure, there is no significant out-of-trim condition or deviation of the flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aircraft after a failure.
Fail-Operational Flight Control System
Fail-Operational Flight Control System - A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system.
APPROACH BAN
(A) The Commander or the pilot to whom conduct of flight has been delegated may commence an
instrument approach regardless of reported RVR/VIS.
(B) If reported RVR/VIS is less than applicable minimum the approach shall not be continued:
- below 1 000 ft above the aerodrome; or
- into the final approach segment in the case where th DA/H or MDA/H is more than 1 000
ft above the aerodrome.
(C) Where the RVR is not available; RVR values may be derived by converting the reported visibility.
(D) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls bellow the applicable
minimum, the approach may be continued to DA/H or MDA/H.
(E) The approach may be continued below DA/H or MDA/H and the landing may be completed provided
that the visual reference adequate for the type of approach operation and for intended runway is
established at the DA/H or MDA/H and is maintained.
(F) The touch-down 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 touch-down 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.
APPROACH BAN
(A) The Commander or the pilot to whom conduct of flight has been delegated may commence an
instrument approach regardless of reported RVR/VIS.
(B) If reported RVR/VIS is less than applicable minimum the approach shall not be continued:
- below 1 000 ft above the aerodrome; or
- into the final approach segment in the case where th DA/H or MDA/H is more than 1 000
ft above the aerodrome.
(C) Where the RVR is not available; RVR values may be derived by converting the reported visibility.
(D) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls bellow the applicable
minimum, the approach may be continued to DA/H or MDA/H.
(E) The approach may be continued below DA/H or MDA/H and the landing may be completed provided
that the visual reference adequate for the type of approach operation and for intended runway is
established at the DA/H or MDA/H and is maintained.
(F) The touch-down 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 touch-down 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.
SOME SYSTEM PARTICULARS
‐ Below 700 ft RA, data coming from the FMS is frozen e.g.: ILS tune inhibit.
‐ Below 400 ft RA, the FCU is frozen.
‐ At 350 ft, LAND must be displayed on FMA. This ensures correct final approach guidance.
‐ Flare comes at or below 40 ft
‐ THR IDLE comes at or below 30 ft
‐ RETARD auto call out comes at 10 ft for autoland as an order (Instead of 20 ft for manual
landing as a reminder)
SOME SYSTEM PARTICULARS
‐ Below 700 ft RA, data coming from the FMS is frozen e.g.: ILS tune inhibit.
‐ Below 400 ft RA, the FCU is frozen.
‐ At 350 ft, LAND must be displayed on FMA. This ensures correct final approach guidance.
‐ Flare comes at or below 40 ft
‐ THR IDLE comes at or below 30 ft
‐ RETARD auto call out comes at 10 ft for autoland as an order (Instead of 20 ft for manual
landing as a reminder)
