Autoland Flashcards
GA fail operational
Above 1000 ft reset height - checken ob capability
Below 1000ft-200ft
-GA für master caution (single failures oder dual), continuous ils deviation warnings,engine malfunctions regarding Thrust
Below 200ft
-ga nur für Dual failures,no autoland,continuous ils warnings
Fail operational Boden call
Rollout
Fail passive
Kein GA für ils warnings (süßer continuous ) bis 200ft RA
Operational auch unter 200 ft keine GA
Fail passive
Unter 200 ft GA auch für Single failures !!
When bei psssive FD u unter 50 ft failed
Continue but min rvr required 300m for manual landing
Recommended flap setting unter CAT 1 Bedingungen
Flaps 40
Fail operational: check mfd wann
During preflight und bei approach prep
Mfd sagst no Land 3
Land 2 ok for autoland!
Rvr is Always controlling for low vis… with 0 vis you could shoot an approach legally…
But at tui with a vis below 800 m rvr has to be reported, and low vis operation in force
In Flight non precision Minima
can now land because ceiling is only for planning purposes in Non-precision approaches.
Bei 1000ft agl RVR/ vis 800 mok.. sonst GA
Yes, assuming you have the required visual reference not later than the MDA!
Cat 1 vis is?!
800 m!
Cat I minima is not allways 200 ft. - but it cannot be lower than 200 ft. (and its a DA(H) and not a MDA(H))
The same goes for the Cat II minima
And according to JAR OPS you can, once past outer marker or equivalent position, allways continue to minima.
Where RVR is not available, the pilot-in-command may derive an RVR value by converting the reported visibility for non-precision and Category I approaches only. Use your table for this e.g reported visibility of 300m will give a converted RVR value of 600m IF the airport has high intensity approach lights AND it is night. The reason being that the lights will shine through the cloud better in the dark. Although most airports with HIAL’s will mos
Minimum vis you can convert to RVR
800,below it has to be given !!!!
800 is Also the minima for CAT 1
The difference between vis and RVR comes down to the fact that the runway lighting is taken into account. Essentially vis is what you would see without the bright runway lights. Hence with daylight and no lights, reported met vis = RVR. With HIALS and at night when your staring down the runway the distance that you will actually see is approximately twice that of someone looking down an unlit runway.
Ceiling is only a factor at the planning stage when you are looking at the requirements for your destination and alternates, and then, only if the available approaches are non precision or circling. Once your airborne only the RVR is limiting.
Eu ops reference: “An operator must ensure that a meteorological visibility to RVR/CMV conversion is not used for takeoff, for cal-culating any other required RVR minimum less than 800 m, or when reported RVR is availabl
RVR not available, Vis is below 800m: cannot start the approach.
RVR not available vis is 800m, night, HIALS, then CMV=800 x 2 = 1600m: you can start the approach.
The only time you can use converted visibility is:
a) No RVR measurement available and either
b) CAT I ILS, or
c) Straight-in NPA
That means that you cannot convert during the planning stage, to detemine if RVR required for TO exists, during CAT II/III ops and (for obvious reasons) for circling approaches.
RVR vs CMV
To my humble aviation knowledge, RVR is derived from RVR measuring equipment, and the CMV can be converted from a reported visibility
Straight-in approach minima are often expressed in terms of RVR. Following widely used procedures, many airline operators convert the reported meteorological visibility into an equivalent RVR value, called CMV. This conversion is applied by the pilot only for landing, when the required RVR minimum is equal or above 800 m (1/2 sm) and when the RVR is not available (a reported RVR above its 2000 m limit is considered as being not available).”
Below 800 muss rvr sein
When the reported meteorological visibility (VIS) is below that required for take-off and RVR is not reported, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway is equal to or better than the required minimum.
Auch wenn kein Bus plus rvr
RVR more than 1 500 metres”, it is not considered to be a reported value for the purpose of this paragraph.
l) Conversion of reported meteorological visibility to RVR/CMV.
1. An operator must ensure that a meteorological visibility to RVR/CMV conversion is not used for takeoff, for calculating
any other required RVR minimum less than 800 m, or when reported RVR is available.
Edds hat 550 rvr daher nicht anwendbar ?
Lido, planning Minima destination
the appropriate weather reports and/or forecasts indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:
–
RVR/visibility (VIS) as specified in accordance with:
⇒ Rules and Regulations 1.6.8.3. Aerodrome Operating Minima
and
–
for an NPA or a circling operation, the ceiling at or above MDH;
RVR ICAO recommendation
Bei cat 1 immer anzugeben
— im Briefing Raum für destination Meter Convertieren?
——legal Lvto nicht Entscheidbsr via metar
In local routine reports, local special reports, METAR and SPECI, the RVR shall be reported in steps of 25m when the RVR is less than 400m; in steps of 50m when it is between 400m and 800m; and in steps of 100m when the RVR is more than 800m. Any observed value which does not fit the reporting scale in use shall be rounded down to the nearest lower step in the scale.
Txo4 tnm06
Taf — forecasted max and min temp
9000ft
Niner thlusand feet
Ablauf mit Mem items
Emergency handling with mem items 1. Malfunction 2. „Identify Failure“ (min 400agl) 3. \_\_\_Memory Items\_\_\_ 4. Nach Flap retraction/LVL Change max cont and aircraft under control Mini Fordec-Advise ATC, STBY/DCT Fix for Holding 5. QRH_CL Anytime „Hold CL“ • ATC Wx/Type of Approach • FORDEC
- After T/O CL
- One engine inop maybe
- „You have control“ for approach setup/briefing
- Deferred items Descend/Approach
- Start approach
- Deferred items landing CL
Manual gear extension/Flaps may need longer time in hold
