IRT 170 Flashcards
What is the minimum RVR for approach single pilot, and where is this referenced?
It is 800m, OR the minimum RVR stated for the approach, and this information is found in EU OPs, page L254/67 . If we have a suitably advanced autopilot capable of flying full ils approaches, then we can make an approach with a lower RVR.
Converting RVR to and from met vis is in EUOPS also, on page 84 subpart E. It is dependent on runway lighting available.
Unless the ATIS specifically states the number being reported is an RVR, then it is assumed to be met vis which is being reported. If an airfield has High intensity approach and runway lights operating, the met vis can be multiplied by 1.5 during the day or 2.0 during the night to give an equivalent RVR. This information is found in the aerodrome operating minima in the aerodrome section of the UK AIP.
in which source document can you find rules regarding performance planning for your FTO’s training aircraft on a public transport flight?
- I think the answer to this is in the Aircraft Flight Manual. Here you can find/ work out climbing rates, fuel burn, cruise settings and one engine climb rates, as well as takeoff and landing performance.
The actual RULES however are found in EUOPs subpart H.
What configuration is the aircraft considered to be in for landing performance calculations?
According to the flight manual in the Performance section under 5.3.11 the conditions are:
Power levers both IDLE
Flaps set LANDNG
Runway level, asphalt surface, dry.
If you are expecting a strong crosswind on the main runway at your destination, are there any special planning allowances when considering secondary runways?
-AD alternate planning requirements:
EU-Ops 1.295- selection of aerodromes
EU-Ops 1.297- planning minima for IFR flights
EU-Ops 1.225- Aerodrome operating minima
I can’t currently find a good answer to this. I think that the only considerations would be selecting a runway that is long enough, strong enough and is facing into wind, while taking into account slope and surface type and performance factors
What are your take off minima, and where do you find them written down?
CTC SOPs are found in the Operations manual. They state:
“The weather at the time of Take-off must not be less than the landing minimum requirements, both in terms of RVR and cloud base. If either the actual weather at the time of take off is only marginally above the minima required, or the forecast weather at the time of landing is close to the minima required, adequate planning for a suitable alternate must be made.”
Check the plates for all the relevant minima if it looks as though an approach will be unlikely (low cloud base, that is that covers more than half the sky, eg BKN, or a low reported visibility below 2000m).
Other Take off minima information are found in EU-Ops but no specific figures as in NZ.
Where can you find the list of documents to be carried on a Public Transport flight in the UK?
Ops 1.125 OR in the ANO:
Schedule 9, on a public transport flight:
Wireless radio license
Non-EASA aircraft, carry the national certificate of airworthiness for the aircraft
Licenses of the members of the flight crew
A copy of the load sheet if it exists
One copy of the maintenance review of the aircraft
The technical log
According to CTC OPs, we carry:
For flights beginning and ending at the same aerodrome and that do not go outside EU airspace, (including the channel islands and the isle of man) we must carry:
EASA certificate of airworthiness
Airworthiness Review certificate
If the flight is due to land away, but not outside of UK airspace we must carry: EASA certificate of airworthiness Airworthiness review certificate Certificate of maintenance review Aircraft Radio License Technical log Pilot licences.
If the flight is due to depart and land away and will go outside UK airspace, it must additionally carry:
certificate of registration
copy of the notified interception procedures
Other documents normally stored in the Technical log are:
Certificate of release to service,
Approval of aircraft radio installation
noise certificate
aircraft insurance certificate.
When does an approach ban apply and where is this referenced?
If the RVR is below the minima for an approach, this constitutes an approach ban, as described in EUOPs.
In EUOPs page Ops 1.405, there are specific instructions on what to do if the RVR is below minima at any stage during the approach.
The captain can choose to make an approach regardless of the RVR up until and not beyond the FAF if the RVR is below minima. Where RVR is not available, it may be derived using information kept in ops 1.430 para h. If during the approach the RVR falls to below minima, the approach may be continued to MDA or the DA. If the approach has no FAF, the pilot should make the decision to go around by 1000’agl. If the DA or MDA is above 1000’agl, then the operator (CTC) must establish a level by which a go around will be made for that procedure.
The approach can be continued below MDA or DA as long as the required visual references can be maintained.
What is a PEC and why should it be applied?
The Pressure error correction is a correction made to account for the difference of airflow over the pitot tube in the approach configuration. In slow speed configs the nose tends to raise causing the airflow to be different to normal flight. In high precision approaches this can warrant a correction needing to be made. The correction can be found in the aircraft flight manual, however there is no figure for the twinstar and as such there is no PEC.
If there is no published figure for your aircraft what PEC should you apply?
+50ft to MDA. Cannot find reference for this
What is the minimum use height for the Autopilot?
The autopilot must be disengaged before 200ft AGL below 130kt airspeed, 250 above that speed, and before reaching 200agl on departure. It must be disengaged below 800 feet AGL for all other phases of flight.
This is referenced in the CTC sops and the AFM.
What is the Asymmetric committal height for your FTO?
- Should be in the Ops manual. Is 200 AGL.
When flying an asymmetric approach and the runway becomes blocked before your ACA, what will you do?
If the runway is blocked before ACA we will make a go around before reaching this height.
If the runway becomes blocked after your ACA, what will you do?
If the runway becomes blocked afterwards we can either reingage both engines if we are simulating asymmetric, but otherwise we must land due to insufficient performance to go around otherwise. The alternative is to risk a collision or going off the runway.
Why do we set 1013 on one altimeter but QNH on the second?
So that we always have an altitude reference even when flying on flight levels, and so that we have a reminder to reset Altimeters during checks.
What is the significance of the yellow arc on the ASI?
The yellow range of the ASI indicates the airspeed range that can only be operated in still air and with caution. I don’t think there is a “yellow arc” on the HSI?
What does a turn coordinator measure and what does it display?
The turn coordinator measures rate of turn, specifically in the horizontal plane. It is not displayed in the twin star. In order to make a rate one turn we use the slip bar, speed and bank angle to make a rate one. At 120 knots rate one is 19 degrees bank. (120/10+7). Compass turns must be made at rate one.
How do you check the serviceability of your navigation equipment on the ground?
By checking them all using the local navaids on the airfield.
When do you need to nominate a take off alternate and where is this referenced?
We need to nominate a take off alternate if for performance or meteorological reasons we are unable to land back on the same airfield. This should never be the case at CTC because our aircraft are certified to land at the max takeoff weight (see the flight manual) and we are not allowed to take off with less than the landing minima.
