Tech Prep - OPS (EU-OPS and ICAO DOC8168) Flashcards
Met VIS to RVRconversion
Note: conversion not allowed when RVR is available, or when calculating for T/O CAT II/III
Day Night
HIALS and HIRL 1.5 2.0
Any other light 1.0 1.5
No lighting 1.0 NIL
Take-off alternate
When meteorological / performance considerations prevent return to departure AD
- Within one hour still air flight time, at OE INOP cruising speed ISA on actual TOM (f. ex 250 NM great cirk. for an A320)
- Met reports indicate at or above landing minima +/- 1 hour ETA
- if NPA or circling approach: ceiling taken into account
- OE INOP limitations considered
- minimum LDA >1800m
Destination alternate
(for destination alternate, en-route alternate)
Met reports/forecasts indicate at or above planning minima weather +/- 1 hour ETA
Number of alternates - no alternate
BOTH:
- planned trip from TKOF to LD (or in case of in-flight replanning) less than 6 hours
- Two separate RWY available, usable
- weather reports indicate 2000’ ceiling or circling height + 500’ whichever higher, at
+/- 1 hour ETA
- visibility at least 5km
OR:
- the destination is isolated and no adequate destination alternate exists
Number of alternates - one alternate
All IFR flights, except “no alternate” and “2 alternate” cases
Number of alternates - two alternate
+/- 1 hour ETA weather reports/forecasts indicate below planning minima
or no meteorological info available
Separate runways
2 separate runways without preventing planned usage of the other in case of a blockage,
separate approach procedures with separate aids
ERA
- At every moment of the flight, an adequate airport has to be reachable. The airport has to be one hour still air OE INOP Cruise distance (for ex. 380 NM)
- If meteorological and operational conditions permit, DEP can be ERA
- has to be chosen if planned route exceeds 380 NM to/from DEP/DEST
- must satisfy Dest Alt conditions
Destination alternate
Planning minima
for PA, above planning minima (RVR/Vis) +/- 1 hour ETA
for NPA, ceiling above MDH
ENR/DEST/ISOL planning minima
Cat II/III -> Cat I (RVR)
Cat I -> NPA (RVR, and ceiling must be above MDH)
NPA -> NPA+200’ / 1000m (RVR+Ceiling)
Circling -> Circling
ICAO Airplane approach categories - C
all in KIAS
Vat - 121/140
Range of speeds for:
Initial approach: 160/240
Final approach: 115/160
Maximum speeds:
Circling: 180
Intermediate missed APCH: 160
Final MAPCH: 240
ICAO Airplane approach categories - A
(DA42 Vat = 78/82/86 FLAPS)
Vat - <91
Range of speeds for:
Initial approach: 90/150
Final approach: 70-110
Maximum speeds:
Circling: 100
Final missed APCH 110
TKOF minima: 500m
Nil (day only)
TKOF minima: below 400m down to 300m
LVTO
Day:REDL, RCLM,
Night: REDL + RENL or RCLL + RENL
RVR/Vis representative of the initial part of the takeoff run, can be replaced /w pilot assessment
TKOF minima: 300 down to 200m
LVTO
REDL + RCLL
RVR representative of the initial part of the takeoff run, can be replaced /w pilot assessment
TKOF minima: 200m down to 150m
LVTO
REDL + RCLL
TDZ, MID, Rollout 150m RVR, to be achieved for all relevant RVRs
RVR representative of the initial part of the takeoff run be replaced /w pilot assessment
TKOF minima: 150m down to 125m
LVTO
HICLL 15m apart
HIEDL 60m apart
Both operational
90m visual segment available from flight crew comp. At start
Required RVR achieved for all relevant reporting points (TDZ, MID, rollout?)
TKOF minima: 125m down to 75m
LVTO
Runway protection equivalent to CAT III ops available
ACFT equipped with an approved lateral guidance system, or approved HUD / HUDLS
HIRL
High intensity runway edge lights
ALS
Approach lighting system
FALS
Full approach lighting system
IALS
Intermediate approach lighting system
BALS
Basic approach lighting system
NALS
No approach lighting system
NPA system minima:
350’
VDF
NPA system minima:
300’
VOR
NDB
NDB/DME
NPA system minima:
250’
VOR/DME
Localiser without DME
NPA system RVR minimum:
750m
CAT 1 system minima DA/RVR
200’ / 550m
CAT 2 system minima DH/RVR
200’ - 100’ / RVR not less than 300m
CAT 3A system minima DH/RVR
Lower than 100’ or no DH / Not less than 200m
CAT 3B system minima DH/RVR
Lower than 50’ or no DH / RVR less than 200 but not less than 75m
Approach ban: maximum successive approaches
2
except in emergency or when significant change in the weather reported
Aproach ban: discontinue point conditions
Outer marker, or 1000’ AAL if no OM, discontinue if:
- RVR/visibility less than applicable
- if no RVR available, may be derived from MET VIS
- if it falls below minima after passing the OM/eqv pos, apch may be continued to DA/H MDA/H
Approach climb
OE INOP climb capability in case of a go around
For example in A320:
CONF2 and 3
OE INOP, TOGA, GEAR down, SLATS/FLAPS APCH config
min climb grad 2.1%
on a DA42:
OE INOP, FEATHERED, SECURED
2300RPM on the live engine,
GEAR UP, ZERO SLIP
Landing climb
All engines operating climb, in landing configuration:
For example on A320:
-CONF3 and FULL
-all engines TOGA, in go around thrust, gears DOWN, Slats/Flaps in landing configuration
Minimum 3.2%
IF
Intermediate Fix
Approach segments
Arrival route
IAF
Initial
IF
intermediate
FAP/FAF
Final
MAP
Missed approach
Approach: Arrival segment
From enroute to IAF, typically a STAR
Approach: Initial approach segment
Reversal, racetrack procedures before the intermediate
-compensate for wind
-descent as established
-reversal procedures: procedure, base, racetrack
Approach: intermediate segment
Speed and configuration adjusted for final approach
Approach: final approach segment
Alignment and descent for landing. FAF crossed at or above the specified altitude
Approach: Missed approach segment
Nominally at 2.5% and 15°
-initial MAP: From MAPt to climb (SOC)
-intermediate MISAP segment: normally straight ahead until 50m obstacle clearance. Max 15° turn. Track corrections
-final MISAP segment: from obstacle clearance to new apch/ hold/enroute established
Circling approach
Visual phase of an instrument apch,
Where rwy unsuitable for a straight in
MDH 600’ / 4000m Vis
Visual approach
IFR flight where part or all of the approach is not completed, APCH executed /w visual reference to the terrain
2500’ / 5000m VIS
fully established at 1000’ AAL
Route Obstacle clearance
Primary area: 1/2 of total, full MOC
Secondary area: 1/4 of total, reduces from MOC to zero outward
Obstacle Clearance departure procedure:
Initial obstacle clearance and increase
Initially 0 at the DER
Then increases 0.8% of the distance
Assuming max 15° turn
Obstacle clearance departure procedure:
Turn initiation area and turn area clearance
90m (295’)
PDG
Procedure Design Gradient
2.5% gradient of obstacle identification surfaces, or most critical obstacle whichever is higher
plus 0.8% increasing obstacle clearance
Unless otherwise specified, straight climb on extended RWY centerline until 120m (394’)
Who’s responsible for V1 OE INOP contingency procedures?
Operator
Properties of a straight departure procedure (gradient, etc)
-within 15deg of the RWY centerline
-3.3deg gradient or higher if obstacles warrant
-gradients to a height of 60m(200’) or less, caused by close-in obstacles are not specified
Properties of a turning departure
More than 15deg turn
Straight flight is assumed until reaching 120m(394’)
Holding speeds up to 14000’
1 min
230kt
280kt in turbulent conditions
(170 for both for CAT A & B)
Holding speeds 14-20000’
1.5min
240kt
In turbulent conditions:
280kt / M.8 whichever is less
Holding speeds 20-34000’
1.5min
265kt
In turbulent conditions:
280kt/M.8 whichever is less
Holding speeds above 34000’
1.5min
M.83
Basic holding area
At any particular FL the airspace required for the hold, based on allowances for
-speed,
-wind effect,
-timing errors,
holding fix characteristics etc
Holds: entry area
Includes the airspace required to accommodate specific entry procedures
Holds: buffer area
5NM area extending around the hold, where obstacles considered for determining the minimum usable FL
Minimum holding level - obstacle clearance
984’ obstacle clearance
1969’ over high terrain
Drift down altitude
OEINOP, max cont thrust on the operating engine, OEINOP best rate of climb speed
ETOPS
Vary between 60-180 mins
For example 320: 380NM
NADP1
-close proximity of the DEP end of the RWY
T/O THR: V²+10kt ->pwr/thr reduction at/above the prescribed MA (800’ AAG)
CLB THR: V²+10-20kt -> delayed flap/slat retraction until prescribed max alt (3000’ AAG)
Then accelerate smoothly and clean up while maintaining pos clb
NADP2
-noise reduction in more distant areas from RWY END
T/O THR: V²+10-20kt -> at minimum altitude (800’ AAG) reduce pitch and clean up
Vgd-> PW/THR reduced when safe acceleration performance ensured
At prescribed altitude (3000’ AAG) transition smoothly to enroute clb
Take-off noise abatement skipped if:
Adverse RWY conditions (snow, slush, ice, water, mud, rubber etc)
VIS<1NM
XWind, inc gusts >15kt
Tailwind >5kt
Wind shear reported or TS expected
Noise abatement on landing: 2 requirements
Must not be required to be in any configuration other than landing, at OM or 5NM in,
Excessive descent rates shall be avoided
Noise abatement on landing: conditions to skip it
Adversely affected RWY
ceiling lower than 500’
Vis< 1NM
XWIND (inc gust) > 15kt
Tailwind >5kt
Wind shear or TS forecast
Airplane performance classes
Class A: multi engine jets, some turboprops (>5700kg or >9seats)
Class B: small prop
Class C: large prop
Screen height
Imaginary height that is cleared by lowest part of the ACFT, gears down, unbanked.
On tkof or landing, usually 35’
Takeoff segments: 1st segment
From screen height to GEAR UP
S/flaps: T/O
Speed: V²
Gross CLB gradient: positive, 0.3% 0.5% (2, 3, 4 engine)
Thrust: T/O
Tkof segments: 2nd segment
From GEAR UP to acc height (400’)
S/flaps: T/O
Speed: V²
Gross CLB gradient: 2.4% 2.7% 3.0% (2,3,4 engine)
Thrust: T/O
Tkof segments: 3rd segment
From V² to Vgd and flap retraction at Vgd,
And from Vgd to final T/O clb speed
S/flaps: acc->retract
Speed: V²->Vgd
CLB gradient: 0%
Thrust: T/O MCT
Takeoff segments: 4th segment
From 400’ to 1500’
S/flaps: up
Speed: Vgd
Gross CLB gradient: 1.2%, 1.5%, 1.7% (2, 3, 4 engine)
Thrust: MCT
OIS
Obstacle Identification Surface
Gross-Net calculation
Reduce Gross by 0.8% to calculate net,
-the net gradient corrected for Pressure Altitude and Temperature must ensure 35’ clearance above OIS
-otherwise the TKOF mass will be reduced
TOD
Take-off distance, the greater of:
-distance from brake release to 35’ (assuming crit engine failed at Vef and recognised at V1)
-115% of the distance from brake release to 35’ assuming all engines operating
TOD - wet RWY
the greater of:
-TOD on dry runway
-from brake release to 15’ in a manner consistent with achieving V2 by 35’
If the TOD does not include a clearway, the TOD and the TOR are:
TOR = TOD
TOR - with clearway - dry RWY
The greater of:
-from start to equidistant between Vlof point and screen height (35’)
-115% of the distance from start to equidistant between Vlof point and screen height(35’), assuming all engines operating
TOR must not exceed TORA
TOR - with clearway - wet RWY
The greater of:
- from start to 15’ in a manner consistent with achieving V2 by 35’
-115% of the distance from brake start to equidistant between Vlof point and screen height (35’) assuming all engines operating
TOR must not exceed TORA
ASD - definition
Accelerate - stop distance assuming:
- Delay between Vef and V1: 1 second
- brakes fully worn to their allowable limit
- no reverse thrust considered for dry runway, can be considered for wet runway
ASD - dry runway
Greater of:
- Sum of distances:
- accelerate to Vef with all engines
- accelerate from Vef to V1 (assuming STOP)
- come to a full stop
- plus 2 seconds at V1 speed
- Sum of distances:
- accelerate to Vef with all engines
- with all engines still operating, STOP
- plus 2 seconds at V1 speed
ASD must not exceed ASDA
ASD - wet runway
same as for dry, but reverse thrust can be considered
ASD must not exceed ASDA
TORA
length of the runway itself
Stopway
area beyond the take-off runway, able to support the weight of the ACFT in case of a STOP, without structural damage
ASDA
Accelerate stop distance available
ASDA = TORA + stopway
Clearway
obstacle-free area at the end of the RWY
upward slope not exceeding 1.25%
minimum width of 150m
TODA
TORA + clearway
ACFT weight shall be such that by the end of TODA 35’ reached, assuming engine failure at V1
TODR
TKOF distance required
assuming engine failure at V1
LDA
Landing distance available, starting at the threshold, displaced or relocated threshold
LDR
landing airborne distance plus ground roll.
LDR<0.6LDA
V¹
Max stop speed, minimum speed to accelerate to V² assuming critical engine failure
Vmbe >= V¹ >= Vef >= VMCG
Vef
CAS at which the critical engine assumed to fail
Vr
The speed at which the pilot begins to rotate to achieve V² at the screen height. V²>=V¹
Mainly flap + weight but also WAT
V¹<=Vr
1.05Vmca<=Vr
Vr<=Vlof
(Also a Vr resulting in a
VLOF not less than 1.1 Vmu (all engines)
VLOF not less than 1.05 Vmu (OEINOP) )
V²
Takeoff safety speed
Achieved by screen height and maintained until 400’ AGL in an engine failure
-V²>= 1.13 Vs1g (Vsr) for 2-3 engine turboprops and all turbojets,
-1.08 Vs1g (Vsr) for turboprops with more than 3 engines and turbojets with provision for obtaining a significant reduction in the OEINOP power on stall speed, and
-V²>=1.1Vmca
Vlof
Lift off speed
Vr<= Vlof <= Vtire
1.08Vmu(N) <= Vlof and
1.04 or 1.05 Vmu(N-1) <= Vlof
Vs
Stall speed, varies with weight and co figuration, reference for V² Vref
Vmcg
The minimum speed
On or near the ground
to continue the takeoff, with the critical engine failed and the other engine at tkoff thrust
Vmca
Minimum controllable speed in air,
Max 5° bank
Tkoff thrust on the live engine
Balance field length
TODR = ASDR
(V¹ = Vr )
Taxy fuel
Total amount used for ice protection and APU (200kg per hour for A320)
Trip fuel
T/O CLB CRZ, TOC TOD, DES APP LDG
Contingency Fuel
5% TRIP fuel or
5 mins holding at 1500’ over destination, standard conditions (200kg for A320)
OR!
Not less than 3% or 5 mins, whichever greater ( of planned or in-flight replanned route), provided an ERA is inside THE CICRCLE.
THE CICRCLE:
circle radius: 20% of route distance
Center: 25% of route, or 20% +50NM whichever greater
Alternate Fuel
G/A from MDA/H +MISAP, CLB, CRZ TOC TOD, DES APP LDG
Final reserve
30 mins at 1500’ ARP elev, in ISA, estimated landing mass at alternate.
45 mins if alternate not required
Additional Fuel
Operational needs,
Alternate aerodrome procedure, if required, 2 hours in normal cruise, including finres
Extra fuel
Commanders discretion
Low fuel emergency announcements
If ACFT may land below FINRES: PAN PAN
if ACFT will land below: MAYDAY
Blade ice
On the back of the fan blades, overnight, with the fan rotating, humid air at or below 0°C
Rime ice
Whitish rough deposit of instantaneous freezing of small supercooled droplets
Clear ice
Clear and solid deposit of large supercooled droplets
CAVOK
Visibility 10km+
No clouds below 5000’ or highest MSA
No Cb, no precip, no TS, shallow fog or low drifting snow
SKC
Not CAVOK but no clouds to report.
(Sky clear?)
TEMPO
Lasts less than an hour at a time, for less than half the time period
TAFs refresh rates
9 hour TAF: issued/updated every 3 hours
12-24 hour TAF: every 6 hours
RNP functionality requirements
FMS flight path definition and construction
FMS functions
Navigation DB
Navigation display
AP, FD etc
Typical RNP values and usage in Europe
RNP 5 (Basic RNAV) enroute
RNP 1 for SIDs/STARS
RNP 0.3 for RNAV approach
RNP10 / 12 oceanic or continental outside radio navaid coverage
P-RNAV / RNP-1 minimum equipment
One FMGC
One MCDU
One GPS receiver, or one VOR and one DME, for FM navigation update
Two IRS
One FD in NAV mode
In addition:
On the PF side: PFD and ND must be operative
On the PNF side: at least one of the 2 EFIS must ne operative ( to enable temporary display of ND info through the PFD/ND switch)
RVSM
FLs and equipment required
FL290-410
-SIGWX chart shall be available
-Two primary altimeters, agree within 200’
-One automatic altitude control system
-One altitude alerting system
-A transponder that can be connected to the altimeter in use
GPWS
Excessive descent rate
Mode 1
SINKRATE
PULL UP
GPWS
Excessive terrain closure rate
Mode 2
TERRAIN TERRAIN
PULL UP
GPWS
Excessive altitude loss after TKOF or go-around
mode 3
DONT SINK
GPWS
Unsafe terrain clearance while gear not locked down
Mode 4a
TOO LOW - GEAR
TOO LOW - TERRAIN
GPWS
Unsafe terrain clearance while landing flap not selected
Mode 4b
TOO LOW - FLAP
TOO LOW - TERRAIN
GPWS
Terrain rising faster than aircraft after take-off
Mode 4c
TOO LOW - TERRAIN
GPWS
Excessive descent below ILS glideslope
Mode 5
GLIDESLOPE
GLIDESLOPE
GPWS
Advisory callout for radio height
Mode 6
(For example) ONE THOUSAND
GPWS
Advisory callout for bank angle
Mode 6
BANK ANGLE
GPWS
Windshear protection
Mode 7
WINDSHEAR
GPWS
Terrain proximity
Mode -
CAUTION TERRAIN
TERRAIN TERRAIN PULL UP
Light turbulence
Momentary, slight erratic changes in altitude/attitude
Occupants may feel slight strain on seat belts
Unsecured objects may be displaced slightly
In flight services can continue but pax safety must be assured
Moderate turbulence
Similar to light but greater intensity
Changes in attitude/ altitude but positive control maintained
Occupants feel definite strain against seatbelts
Unsecured objects are dislodged
Severe turbulence
Large abrupt changes in altitude / attitude
Occupants forced violently against their seatbelts
Loose objects are moved around the aircraft
Airport firefighting categorisation
A320
A320 is category 6
But category 4 is also suitable if not more than 8 movements per day
And alternate must be category 6
Wake turbulence categories
Super A380
Heavy MTOM>136t
Medium 7t
Separation on departure
Departing from the same position
Heavy to Medium / light
Medium to light
2 minutes
Separation on departure
Intermediate point
Heavy to medium / light
Medium to light
3 minutes
Separating distance on landing
A380 7nm
Heavy 5nm
Medium 3nm
LVO
Low visibility operations:
-Manual TKOF with RVR below 400m
-Auto-coupled APCH below DH with manual flare, landing, roll-out
-Auto-coupled APCH followed w auto flare and manual rollout
-Auto-coupled APCH followed w auto flare, auto rollout when RVR is less than 400m
MALSR
Medium intensity approach light system with RWY alignment indicator lights
TDZ/CL
Touchdown zone / centerline lightning system
ALSF 1//2
high intensity approach lighting system with sequenced flashing lights, 2400 - 3000 feet // red side row lights the last 1000’
SALS/SALSF
Short approach lighting system/ flashing (same as the inner 1500’ of ALSF)
SSALF
Simplified Short approach lighting system
With sequenced flashing alignment lights, total length 2400-3000’
MALD/MASLF
Medium intensity approach lighting system / with flashing lights
System length 1400’
ODALS
Omnidirectional approach lighting system
With sequenced flashing lights
System length 1400’
RAIL
Runway Alignment Indicator Lighted sequence flashing lights (only in combination with other system)
REIL
Runway end identification lights
Unidirectional (facing approach direction)
Or omnidirectional
Synchronised flashing lights at the threshold on each side
Runway end lights
Pair of four lights
Full width of the runway
Green for approaching aircraft, red when seen from the runway
Runway edge lights
White elevated lights on either side
On precision instrument runways Yellow on the last 2000’ of the runway, or last third of the runway, whichever is less
Taxiways
Either blue border lights or green center lights (depending on complexity)
RCLS
Runway centerline lighting system
Lights embedded in the centerline every 15m
White until the last 900m
White Red alternating for the next 600m
Red for the last 300m
TDZL
Touchdown zone lights
Rows of white bars (3 in each row)
Both sides of the runway at 30 or 60m intervals
For 900m
Taxiway centerline lead-off lights
Installed along lead off markings,
Green and yellow alternating
Starts w green
Taxiway centerline lead-on lights
Installed the same way as lead-off lights but opposite direction
LAHSO lights
Land and hold short position
White pulsating lights
Oxygen requirements:
Flight deck seats
-Entire flight time above 13000’
-Entire flight time 10000-13000’ after the first 30 mins
-in no case less than 2 hours supply for airplanes certified for altitudes above FL250
Oxygen requirements:
Cabin crew
-Entire flight time when cabin altitude above 13000’ but not less than 30 mins
-Entire flight time when cabin altitude 10000-13000’ after the first 30 minutes
Oxygen requirements:
100% of passengers
Entire flight time when cabin altitude above 15000’
In no case less than 10 mins
Oxygen requirements:
30% of passengers
Entire flight time when the cabin altitude 14000’-15000’
Oxygen requirements:
10% of passengers
Entire flight time when cabin altitude 10000-14000’ after the first 30 minutes
ACN - PCN
Aircraft classification number - pavement classification number.
ACN must be lower than PCN
Takeoff distance factorisation (all engine vs OEINOP)
Takeoff distance is the greater of:
1.15 all engine, and
OEINOP (no factorisation)
Wet runway landing distance margin
15% ( and 1.67 / 1.42 for turbojets / turboprops)
