OM A Flashcards
Red Airfields…
Aircraft Emergency Alternate have been assessed as having sufficient LDA at MLW for the type, neither ground manoeuvring suitability nor take-off performance has been assessed. Ground manoeuvring and recovery of the aircraft from the airfield is not assured.
Take off Alternate? What is it?
A take-off alternate shall be specified and annotated on the flight plan if it would not be possible to return to the aerodrome of departure for meteorological or performance reasons based on weather conditions at the time of departure. Normal operating minima apply, engine failure limitations must be considered.
When is no alternate required?
The duration of the planned flight from take-off to landing or, in the event of in-flight replanning, the remaining flying time to destination does not exceed 6 hours; and
Two separate runways are available and usable at the destination aerodrome and the appropriate weather reports and/or forecasts for the destination aerodrome indicate that, for the period from 1 hour before until 1 hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2000 ft or circling height +500 ft, whichever is greater, and the ground visibility will be at least 5 km.
Note:
If a flight is to be dispatched without fuel for a Destination Alternate, Diversion Fuel must be replaced with an amount of fuel which will permit holding for 15 minutes at 1,500 ft above the destination aerodrome in standard conditions. For guidance, that amount equates to half Final Reserve fuel.
when do we need 2 destination alternates?
Two destination alternate aerodromes shall be selected when:
i. The appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima (OM A 8.2.5.m Application of Forecast Conditions); or
ii. No meteorological information is available.
What Take off alternate wx minima is required?
Normal operating minima required (engine failure should be considered)
What is the Destination weather required?
Destination Aerodrome (except Isolated Destination Aerodrome)
i. Normal operating RVR.
ii. For non-precision or circling approaches, cloud ceiling at or above the minimum specified on the Instrument Approach Charts.
Isolated Destination, Destination alternate minima, required en routes—What weather limits are needed for planning?
Isolated Destination Aerodromes, Destination Alternates or Required En-route Alternates
Lowest Minima Available
Planning Minima
Cat II, OTS Cat II and Cat III——
Cat I RVR (Notes 1 & 2)
Cat I and LTS Cat I———
NPA RVR/VIS RVR
Ceiling shall be at or above MDH (Notes 1 & 3)
NPA (including RNAV final approach with DH/MDH 250ft or above)——-
NPA RVR/VIS + 1000 m
Ceiling shall be at or above MDH + 200 ft
Planning Minima for non-UK Airfields
In the absence of an RVR forecast, forecast Met Vis converted for lighting and time of day may be used. (OM A 8.22.8 RVR and Converted Meteorological Visibility).
Cloud ceiling is not a factor in this case.
Cloud ceiling is the height above aerodrome level of the lowest layer of cloud covering more than half the sky (i.e.‘BKN’ or ‘OVC’).
Non-precision minima (NPA) mean the next highest minima which apply in the prevailing wind and serviceability conditions. Localiser only approaches, if published, are considered to be non-precision in this context. Unserviceabilities should be fully taken into account.
Canadian standard alternate minima?
600 ft/2 SM and 800 ft/2 SM, as appropriate, are
considered to be Standard Alternate Minima.
USA Take off alternate minima?
600 ft/2 SM and 800 ft/2 SM, as appropriate, are
considered to be Standard Alternate Minima.
However, 400 ft/1 sm (whichever is higher) are the lowest minima allowable.
Before T/O check?
Pre-take-off
Before each take-off, the Commander must:
i. Check the Cloud Ceiling and Runway Visual Range (RVR) as specified in OM A 8.22.3 and OM A 8.22.4 in the take-off direction are at or above the relevant take-off minima, and that the condition of the runway to be used should not prevent a safe take-off and departure.
ii. Check that the aircraft is at the correct runway threshold or other designated take-off position, especially when more than one alternative take-off position is available. This is particularly important in low visibility conditions.
iii. Confirm visually (or using TCAS in low visibility) that it is safe to line up.
iv. Be prepared to commence the take-off roll immediately when cleared, or advise ATC prior to entering the runway if the take-off will be delayed for any reason.
v. Confirm that the preceding traffic is safely airborne, using TCAS as necessary (if neither visual nor TCAS confirmation is available
VMC descent below MSA by night…
Only if line of sight is line of flight….towards the runway and distance is checked.
What is the temperature below we must change MDA FAF Alt?
-25C but maintain 3000 is maintain 3000! Advise ATC
Rnav if below temp on the plate?
No use of APP..correct MDA FAF and use V/S.
When should you discontinue an approach? 3 things
NO ID of prime aid
Warning flags
Reliability of information is in doubt
What is SAC?
PLC
CVP
TAS
