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- Landing distance available greater than 2,400m (or performance chart
figure x 1.15)
- FMA displays either CAT 2 or CAT 3 SINGLE or CAT 3 DUAL
- At least 1 AP engaged
- autothrust is recommended
CAT 3 approach requires:
the same conditions as above as well as:
- FMA CAT 3 SINGLE for CAT 3a approach and at least 1 AP
- FMA CAT 3 DUAL for CAT 3b (or CAT 3a) approach and both AP’s
- autothrust is mandatory
- automatic go-around capability is required
STANDARD CALLS
F/O (PNF) is head down from the beginning of the approach to the
completion of the go-around or the disconnection of the autopilot at the
end of the landing roll (or if the Captain changes procedures).
Support calls should be:
- concise
- unambiguous
- correct terminology
- not using words which are reserved for use elsewhere such as “stable”
or “visual”
Se LOW VIS CALLS document for standard (an failure-case) calls.
CHANGES TO CHART VISIBILITY MINIMA
If the glideslope height check (OM or DME) is not able to be completed
then low vis ops may not be continued. With weather better than CAT 1
revert to the LOC minima. For low vis conditions, a go-round is required.
If HIAL is installed but not available then the visibility minima must be
increased to 1,500m (AIP requirement). Note that CAT 3 ops – HIAL is
optional (flown over it by the time visual reference is achieved).
If the ILS is not flown with FD’s or AP used then the visibility/RVR
minima must be increased to 1,200m (AIP requirement)
GENERAL
The QRH Low Vis Ops Briefing is to be consulted prior to low vis take-off
and prior to low vis landing.
Hands are to be kept on the thrust lever below 1,000’ HAT (now strictly
when the flaps/slats not UP – FAM requirement)
ACARS entry for autoland is CAT 2 or CAT 3 and AUTOLAND.
Taxi slowly in low vis weather.
Low vis weather may also bring contaminated runway issues or cold
weather issues.
STABLE APPROACH CRITERIA
STABLE APPROACH CRITERIA
Approaches must be stable by 1,000’ HAT (IOSA requirement for IMC)
If the approach is not stable by 1,000’ HAT then a go around is
immediately required. Stability is associated with sustained tolerance
deviations.
PNF TOLERANCE SUPPORT CALLS – LOW VISIBILITY SPECIFIC
Speed ….. < TARGET - 5 kts or > TARGET + 10 kts
(at 500’ or lower) “SPEED”
Pitch Attitude….. < 0 or > 10 “PITCH”
Bank Angle….. > 7 “BANK”
Descent Rate….. > 1000 FPM (below 1000’ HAT) “SINK RATE”
Localiser ….. > 1 dot deviation (above 300’ HAT) “TRACKING”
> half dot deviation (below 300’ HAT)
Glideslope ….. > 1 dot deviation “GLIDE”
LOW VISIBILITY TAKE OFF MATTERS
TAKE OFF – LOW VISIBILITY – LIGHTING REQUIREMENTS
- visibility less than 800m (night):
* Runway Edge Lighting (REL) operating
- visibility 400m to 500m:
* Runway Edge Lighting (REL) operating,
* Runway Centreline Marking (RCLM) present or Centreline Lights
(CL) operating
- visibility 300 to 400m:
* Runway Edge Lighting (REL) operating,
* Centreline Lights (CL) operating
- visibility below 300m:
* High Intensity Runway (edge) Lighting HIRL operating
* Centreline Lighting (CL) - with max spacing 30m - operating
OTHER REQUIREMENTS FOR LOW VISIBILITY TAKE-OFFS
If there is a turn of more than 15 degrees required after take-off then the
minimum visibility is 500m (eg. Cairns). A design issue.
All navaids are to be used (PFD yaw bar guide OK as is based on the
LLZ signal) to assist with runway tracking during take-off.
On line-up, the correct runway must be confirmed.
QANTAS APPROVED ABSOLUTE MINIMAS FOR TAKE-OFF
ZERO’ ceiling and minimum visibility 125m/125m/125m
Refer to the back of the aerodrome chart (10-9) for published T/O
minima for that location.
LOW VISIBILITY TAKE-OFF CROSSWIND LIMIT
Take-off with vis less than 400m - max XWC is 10 kts
LOST VISIBILITY ON TAKE-OFF
Below 100 kts (low speed) reject the take-off if visibility is lost.
Above 100 kts (high speed) “continue” the take-off if visibility is lost
unless some other failure also occurs (such as engine failure) which
requires a rejected take-off below v1.
“LOWVISI” (OCT 07) NOT AN OFFICIAL DOCUMENT
PAGE 4
DIVERGANCE ON TAKEOFF
This language is now in the SOPs but it must be briefed by the Captain
as part of the low vis take-off brief.
PNF – “STEER LEFT/RIGHT
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