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aid ceases
· indications are in doubt
· you are displaced vertically
or laterally beyond predetermined
limits
· on an SRA or PAR
approach if
communications cease.
Descent for Approach
You should not descend below
the relevant safety altitude unless
you are either using an approved
Approach procedure, you are
under positive radar control
(and are happy with the flight
profile) or are in continuous
visual contact with the ground
and can keep clear of obstacles.
Note: if you are only using the
glideslope for vertical guidance,
do not descend below safety
altitude until established on the
localiser within 10 nm of
touchdown.
Approach and Landing Briefing
This must be given by the
handling pilot or commander
before initial descent for
approach and should cover at
least the following items:
· initial descent point
navigational fix.
· any aerodrome special
briefing.
· safety altitudes, MOCA,
MORA and Sector Safety
Altitude (SSA) and
Minimum Safe Altitude
(MSA) from the approach
plate.
128 Operational Flying
· STAR or arrival route
including transition level,
holding, minimum hold
altitude and speed
restrictions.
· the Instrument Approach
Plate (Chart) covering
procedures, radio aids, and
approach minima.
· the chart covering
touchdown elevation,
QNH/QFE
millibar/hectapascal
difference, expected visual
cues on contact, runway
conditions and exit.
· aircraft operation covering
flap setting, anti-icing,
approach speed and wind
additives, continuous
ignition, wipers, landing
lights, reverse thrust and
wheel brake settings.
· planned alternate
aerodrome and fuel
requirement
· any additional items, and
· questions.
All pre-landing checks should be
completed before descending below
1000 ft above the threshold,
excepting only type specific and/or
late phase items such as landing
lights, windscreen wipers etc, which
are normally done late downwind.
This is so the final stages can be
monitored properly, especially
during non-precision approaches
where altitude/height versus
range/fix checks must be strictly
observed. For aerodromes with no
navaids or procedures, specific
instructions will be in Part C of the
Ops Manual.
International Operations
On the face of it, going abroad
should be no harder than anything
else, except you have longer stage
lengths and sometimes nothing but
water underneath (even singleengined
aircraft go regularly across
the Atlantic, albeit indirectly). The
basic principles of navigation,
accurate flying and fuel management
are just the same and you could be
forgiven for thinking there was
nothing to it.
At one level this would be correct,
especially when pottering around
Europe, but real international
operations require deeper planning
and knowledge than you think. For
instance, do you know to what
accuracy your instruments need to
work to? Do you know what
instruments you need? Is your
knowledge of radio you learnt for
your exams up to date? Can you still
calculate a Point of No Return?
You certainly need the right avionics.
If you intend to join the big boys
and use the non-radar Organised
Track System across the Atlantic, for
instance, where separation is down
to 60 nm between aircraft (and
distance from track of 25 nm is a
Gross Navigational Error), you will
need approved long range
navigational equipment (INS,
Omega, with LORAN-C OK in
certain places only) and
communications equipment (HF).
The mere fact that you've got this
stuff on board doesn't mean you can
file a flight plan and launch off,
however—you may find that the
Operational Procedures 129
aircraft itself has to be certified to
take the equipment.
You may also need to establish true
Mach numbers, because speed
control is one method of separation,
based on accurate position reporting
(if your HF radio fails, there is a
common VHF frequency, 131.8,
which you can use to ask other
aircraft to relay for you). The OTS
tracks themselves are established
twice daily and there is a one-way
day and night structure according to
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