ff - LVO Flashcards
Describe procedures, limitations and techniques.
In case of TKOF in LVO conditions, what is the primary mean to keep RWY centerline?
[FCTM/PR/NP/SOP/120]
TAKEOFF ROLL
In the case of low visibility takeoff, outside view remains the primary means to track the runway centerline. If an ILS is available, the yaw bar on the PFD provides assistance in the case of lost visual cues.
What’s the speed limit for taxiing?
[OMA 8.3.20.1.7 Taxi]
The following taxi speeds shall not be exceeded:
- Surfaces not reported as slippery: 30
- Slippery or contaminated surface: 10
- Low Visibility Operations: 10
Can you perform a CAT II APP with manual LDG?
[8.3.20.2.22.1 Category III/II (CAT III/II) Approach]
A CAT III/II approach may only be planned and conducted if for the particular runway the CAT III/II approach is available and approved as per Lido CCI, Low Visibility Operations section.
Autoland is mandatory for CAT III approaches. During ‘normal’ operations*, an autoland is mandatory for CAT II approaches.
- P.n.: if under EMER ops, CAT II may be performed with manual LDG.
[FCTM/PR/NP/SOP/190/LVO]
- Automatic landing is required for CAT III operations, and must include automatic roll out in CAT IIIB.
P.n.: so, for CATIIIA onwards roll out may not be included. - Automatic landing is the preferred landing technique in CAT II conditions.
Can the pilots shoot a CAT IIIA APP on a contaminated RWY?
Yes, according to the FCOM LIMs.
To fly perform the rollout with AP ON (auto rollout), the pilots must observe which XW limits are more restrictive: the Autoland wind limit, or the wind limit for that specific RWYCC.
[FCOM/LIM/AFS/30]
AUTOMATIC LANDING
RUNWAY CONDITIONS
CAT IIIB operation is not authorized on contaminated runways.
The performance of the ROLL OUT mode is demonstrated on dry and wet runways (up to 3 mm of water). The roll out performance on contaminated runways was not demonstrated and cannot be assured.
Therefore, if the flight crew aims to keep AP engaged during rollout on a contaminated runway, they must apply all of the following:
Consider the maximum crosswind value that is the most restrictive (associated either with the runway condition, or with autoland)
LVP in force at destination. CAT II weather.
In-flight you lose the alternate braking.
How would you plan your APP?
Automatic rollout in LAND 2 or LAND 3 SINGLE:
- NSW: steering
- BRKs: antiskid, and normal OR alternate
[FCOM/LIM/AFS/30]
REQUIRED EQUIPMENT FOR CAT II, OR CAT III OPERATION
REQUIRED EQUIPMENT ‘NOT’ MONITORED BY THE FG
To perform an automatic roll-out in LAND2, or LAND3 SINGLE, the antiskid, the nosewheel steering, and the normal or alternate braking must be available.
LVP in force at destination. CAT II weather.
In-flight you lose windshield heating on the CM1’s side.
How would you plan the APP?
Cannot shoot the APP in LVO.
[FCOM/LIM/AFS/30]
REQUIRED EQUIPMENT FOR CAT II, OR CAT III OPERATION
REQUIRED EQUIPMENT ‘NOT’ MONITORED BY THE FG
(Follow the loop):
Must be operational:
- AP or Sidestick PB (2)
- Autoland LGT
- EWD: AP OFF alert
- ISIS: standby ATTITUDE (only 1)
- PFD/ND: ATTITUDE (2)
- PFD/ND on PM side: DH indicator
- Windshield on PF side: wiper AND heating
LVP in force at destination. CAT II weather.
In-flight you lose the SFD on the ISIS.
How would you plan the APP?
Switch the SND to SFD on the remaining ISIS’ screen.
[FCOM/LIM/AFS/30]
REQUIRED EQUIPMENT FOR CAT II, OR CAT III OPERATION
REQUIRED EQUIPMENT ‘NOT’ MONITORED BY THE FG
(Follow the loop):
Must be operational:
- AP or Sidestick PB (2)
- Autoland LGT
- EWD: AP OFF alert
- ISIS: standby ATTITUDE (only 1)
- PFD/ND: ATTITUDE (2)
- PFD/ND on PM side: DH indicator
- Windshield on PF side: wiper AND heating
How would you prepare for an APP in LVO?
[FCOM/QRS - (EK) AWO APPROACH AND LANDING CONSIDERATIONS]
and
[FCTM/PR/NP/SOP/190/LVO - APPROACH PREPARATION]
Mnemonic:
TERRAIN P-CTL CARTA
Aerodrome: T - Tower Wind (XW LIMs for Autoland) E - Exit (RWY exit) R - Route (taxiing) R - RWY Lighting
LIDO – Manuals / RAR – RULES AND
REGULATIONS - Effect on Landing
Minima of Temporary Failed or
Downgraded Ground Equipment A - ALTN WX I - In force (LVP) N - NOTAMs
Cockpit: P - Position (seats) C - Crew qualified T - Task-sharing (PF/PM, callouts)
- PF announces "LAND"
- PM announces all mode changes
below 350 ft
- PM announces any deviation or
attitude exceedance
- Any failure.
The PM should be go-around minded. L - LDG Lgts
Flight crew should not use the landing
lights in CAT II(III) weather conditions.
Procedure: C - Capability
Check RQRD Equip. Not Monitored - LIM
The landing capability, (i.e. LAND2,
LAND3 SINGLE, LAND3 DUAL) appears on
the FMA when the flight crew presses the
APPR pb. A - APP Ban* R - RVR (CCI) T - Triple click (degradation: update the MIN) A - Any ECAM below 1000': GA
- APP Ban Point:
[OMA 8.3.20.2.24 Commencement and Continuation of Approach (Approach Ban Point)]
The Commander may commence an instrument approach regardless of the reported visibility/RVR, but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable landing minima.
Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with 8.1.5.3.4.
If, after passing the outer marker or equivalent position, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.
Where no outer marker or equivalent position exists, the Commander shall make the decision to continue or abandon the approach before descending below 1,000 ft AAL on the final approach segment.
[OMA 8.3.20.2.32.1 Missed Approach Initiation]
A go-around shall be initiated:
b. If the aeroplane reaches the Approach Ban Point and the reported RVR/visibility and/or ceiling is below required minima.
Below what height does the ILS frequency an course freeze?
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
SOME SYSTEM PARTICULARS
INHIBITION OF ILS SETTINGS
Below 700 ft RA, ILS frequency and course are frozen to prevent an inadvertent change of course/frequency.
What’s the only command that disengages the LAND mode?
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
LAND MODE
At 400 ft RA, LAND engages. This mode tracks the LOC and G/S beams of the ILS beam. The FMA indications changes from G/S/ LOC to LAND.
When LAND is engaged, engagement of another vertical or lateral mode by selection on the AFS CP is not possible. The flight crew can only disengage the LAND mode by performing a go-around.
When performing an autoland, below 200 ft RA, the only reason for GA is the triggering of the AUTOLAND WARNING light.
What can cause the triggering of the AUTOLAND WARNING light?
Mental picture: PFD + Flare
- Left & right corners: A-FLOOR or last AP disconnect
- LOC & GS: excessive DEV or loss of signal
- At the bottom: RA issues
- Issues during the flare: long flare or thrust control malfunction.
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
AUTOLAND WARNING
Below 200 ft RA in autoland, the AUTOLAND light flashes, if one of the following occurs:
- The last AP disengages, or
- The G/S or the LOC deviation is excessive (the associated light flashes), or
- The G/S or the LOC signal of the ILS transmitter fails (the associated light flashes and the associated deviation no longer appears), or
- One radio altimeter is failed and the values provided by the two remaining radio altimeters differ by more than 15 ft, or
- A long flare is detected, or
- A Thrust Control Malfunction (TCM) is detected during flare, or
- An alpha floor engagement.
What should be the mindset of the Captain when approaching the DH?
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
VISUAL REFERENCES
Approaching the DH, the PF starts to look for visual references, progressively increasing external scanning. It should be stressed that the DH is the lower limit of the decision zone. The captain should come to this zone prepared for a go-around but with no pre-established judgement.
On a CAT II APP, what’s the aim of obtaining visual references?
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
VISUAL REFERENCES
CAT II
The visual references should be sufficient to monitor the continued approach and landing and to confirm that the flight path is acceptable. If either of these conditions is not satisfied, it is mandatory to initiate a go-around.
On a CAT III APP with DH, what’s the aim of obtaining visual references?
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
VISUAL REFERENCES
CAT III with DH
The visual references should be sufficient to confirm that the aircraft is over the touchdown zone. Go-around is mandatory if the visual references do not confirm this.
On a CAT III APP without DH, what’s the aim of obtaining visual references?
No visual reference is RQRD. However, obtaining visual references exercise good airmanship.
[FCTM/PR/NP/SOP/190/LVO]
APPROACH PROCEDURE
VISUAL REFERENCES
CAT III without DH
The decision to continue does not depend on visual references, even though a minimum RVR is specified to enable monitoring the rollout. The decision depends only on the operational status of the aircraft and ground equipment. If a failure occurs before reaching the AH, a go-around will be initiated. A go-around must be performed if the AUTOLAND warning is triggered below AH. However, it is good airmanship for the PF to acquire visual cues during flare and to monitor the rollout.
