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Note: For details on OLS dimensions refer to CASR Part 139 MOS.
Runway and Runway Strip Width. A pilot conducting a straight-in NPA after sighting the runway has limited time and distance in which to align the aircraft for landing, and the runway strip width must be enough to ensure that a safe landing can be made. For runways with strip width less than 300m the MDA is raised slightly to allow additional time and distance for manoeuvring to align the aircraft with the runway. Where the strip width does not meet the minimum standard, a straight-in landing minimum is not published.
3.5 IF I DON’T KNOW WHAT THE WIND IS CAN I DESCEND TO THE STRAIGHT-IN MDA?
Yes, but you need to consider the possibility that you might need to circle and it may be advisable to limit descent to the circling MDA. In most cases the landing MDA is lower than the circling MDA, and if descent is continued to the lower altitude a circling approach may not be possible. Pilots should not commit to a straight in landing unless they can be satisfied that wind conditions are suitable.
Windsocks, even if located near the threshold of the landing runway, can be difficult to interpret until late on final approach especially in poor visibility or at night, and should not be relied upon. In many cases windsocks are located near the centre of the aerodrome which reduces their visibility.
Automatic Weather Stations (AWS) have been installed by the Bureau of Meteorology at most aerodromes served by instrument approaches, but many of those installations are not equipped with VHF broadcast facilities. The cost of adding VHF capability is quite low and operators can arrange with the Bureau of Meteorology for a VHF broadcast facility to be installed. (Normally the cost of installation is borne by the operator).
An Automatic Weather Information System (AWIS) facility broadcasting on VHF provides a very good source of wind information. In addition, where the published minimum altitude is based on a forecast aerodrome QNH, an AWIB enables the published minimum altitude to be reduced by 100ft.
3.6 WHY IS THE VISIBILITY FOR A STRAIGHT-IN APPROACH USUALLY GREATER THAN FOR CIRCLING?
In order for a successful straight-in approach and landing to be conducted, the pilot of an aircraft conducting a runway approach must be able to see the runway prior to or on reaching the MDA. The visibility published on Australian charts is determined by calculating the distance from the runway threshold to the point on a normal 3° descent path at which the MDA is intercepted. A margin of 160m is added to that distance to allow visual reference to a reasonable amount of runway. Visibility for a straight-in approach therefore varies only with the height of the MDA above the runway.
Visibility for circling operations varies with aircraft category. It is based on the radius of turn that an aircraft in each category would require in adverse wind conditions to manoeuvre from a downwind position to align with the landing runway.
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非精密进近 Non-Precision Approaches Civil Aviation Advisory Publication October 2004 CAAP 178-1(1)(7)
