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safetypee · 9th October 2008, 20:59

Use of radio altimeter / altimeters / altitude.
Have an SOP of “Rad Alt Live – 2500ft” call and check that the range to the airport is less than 10nm. This provides additional awareness of altitude and of the range to the airport – approach planning and energy management.

Training – knowledge that during a NPA there is always approx 1000ft terrain / obstacle clearance during the en-route, arrival and initial approach phases of a procedure.
There is 500ft clearance during the intermediate approach, and 250 ft clearance on final approach. Thus if the rad alt reads less than these values for the appropriate stage of the approach a GA must be flown.

Have a specific procedure to set and cross check QNH. Pilots should use an independent source for the information; each set their own altimeter then crosschecks the other ones (don’t forget the standby alt). Additional checks made for a QNH based VNAV approach; this also includes temperature correction if applicable.

Company procedures clearly define the pull up procedure – without hesitation, manage the surprise, etc. Also, define the ‘safe altitude’ to climb to – the sector safe altitude not the procedure or cleared altitude. Do not commence another approach until the reason for the warning has been clearly established – no assumptions. Company has a ‘Just Culture’, no blame policy re pull-ups and go-arounds.

General.
No night-visual approaches allowed. Avoids the risk of black-hole illusion.

Approach briefing considers “should we be making this approach as opposed to can we make this approach”. (CRM / LOFT training)

Company prepared altitude range tables for all NPAs. All ranges shown for the nav aid to be used (DME) to provide a stable approach path towards the threshold.
GA at MDA, no level flight segment to MAP.

Check non company sourced approach charts for any ambiguity; highlight differences between PANS-OPS procedures and TERPS – particularly for circling approaches.

Regular EGPWS database updates and software revisions where available, i.e. Peaks and Obstacle modes: Indispensable Upgrades.

9th October 2008, 20:59	#4 (permalink)
safetypee Join Date: Dec 2002 Location: UK Posts: 503	Use of radio altimeter / altimeters / altitude. Have an SOP of “Rad Alt Live – 2500ft” call and check that the range to the airport is less than 10nm. This provides additional awareness of altitude and of the range to the airport – approach planning and energy management. Training – knowledge that during a NPA there is always approx 1000ft terrain / obstacle clearance during the en-route, arrival and initial approach phases of a procedure. There is 500ft clearance during the intermediate approach, and 250 ft clearance on final approach. Thus if the rad alt reads less than these values for the appropriate stage of the approach a GA must be flown. Have a specific procedure to set and cross check QNH. Pilots should use an independent source for the information; each set their own altimeter then crosschecks the other ones (don’t forget the standby alt). Additional checks made for a QNH based VNAV approach; this also includes temperature correction if applicable. Company procedures clearly define the pull up procedure – without hesitation, manage the surprise, etc. Also, define the ‘safe altitude’ to climb to – the sector safe altitude not the procedure or cleared altitude. Do not commence another approach until the reason for the warning has been clearly established – no assumptions. Company has a ‘Just Culture’, no blame policy re pull-ups and go-arounds. General. No night-visual approaches allowed. Avoids the risk of black-hole illusion. Approach briefing considers “should we be making this approach as opposed to can we make this approach”. (CRM / LOFT training) Company prepared altitude range tables for all NPAs. All ranges shown for the nav aid to be used (DME) to provide a stable approach path towards the threshold. GA at MDA, no level flight segment to MAP. Check non company sourced approach charts for any ambiguity; highlight differences between PANS-OPS procedures and TERPS – particularly for circling approaches. Regular EGPWS database updates and software revisions where available, i.e. Peaks and Obstacle modes: Indispensable Upgrades.