FLYL,
non vorrei essermi spiegato male o che tu mi abbia frainteso, io non intendevo darti consigli su come bypassare delle regole sulla sicurezza ma solo come interpretarle per poterle utilizzare al meglio.
Le EU OPS prevedono infatti che si possa dispatchare un volo anche se le landing perf. non permetterebbero l'atterraggio alle condizioni attuali, basta che vi sia un alternato idoneo che rispetti i parametri.
A noi in linea capita spesso d'inverno quando addirittura si dispatchano voli per piste SNOCLO solo sulla base di un alternato idoneo e sulla previsione che la pista venga ripulita e riaperta per l'ETA.
Nel tuo caso specifico potresti partire senza rientrare nel parametro dell' 1.67 (+ eventuale 1.15) alle condizioni meteo attuali ed ai pesi d'atterraggio previsti se puoi garantire un alternato idoneo, poi se durante il volo le condizioni attuali sono cambiate (pay load inferiore al previsto, pista asciutta invece che wet, maggior head wind , utilizzo di pista + favorevole etc.) e ti premettono di atterrare rispettando i paramentri fattorizzati di cui sopra allora puoi benissimo atterrare.
In questo momento poi le tabelle actual landing distance (se previste sul tuo type) sono legalmente consentite a meno che il tuo O.M. non specifichi altrimenti.
Per quanto riguarda la fattorizzazione del 1.15 concessa dall'autorita' Austriaca a dei loro operatori mi viene in mente solo l'ipotesi che l' AOM del type che usano incorpori gia' dei coefficienti di sicurezza e che quindi l'autorita' abbia tolto quello EU OPS 1 per non sovrapporli.
Ti lascio comunque di seguito un breve riferimento che spiega un po' tutta la situazione:
JAR-OPS 1.475. General
(a) An operator shall ensure that the mass of the aeroplane:
At the start of the take-off;
or. in the event of in-flight replanning
(2) At the point from which the revised operational flight plan applies,
is not greater than the mass at which the requirements of the appropriate Subpart can be complied with for the flight to be undertaken, allowing for expected reductions in mass as the flight proceeds. and for such fuel jettisoning as is provided for in the particular requirement.
(b) An operator shall ensure that the approved performance Data contained in the Aeroplane Flight Manual is used to determine compliance with the requirements of the appropriate Subpart, supplemented as necessary with Other data acceptable to the Authority as prescribed in the relevant Subpart. When applying the factors prescribed in the appropriate Subpart, account may be taken of any operational factors already incorporated in the Aeroplane Flight Manual performance data to avoid double application of factors.
(c) When showing compliance with the requirements of the appropriate Subpart, due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems which have an adverse effect on performance.
(d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry.
e qui:
JAR-OPS 1.510. Landing - Destination And Alternate Aerodromes (See AMC OPS 1.510 and 1.515)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.
(b) For instrument approaches with decision heights below 200 ft. an operator must verify that the approach mass of the aeroplane, taking into account the take-off mass and the fuel expected to be consumed in flight allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2.5%, or the published gradient, whichever is the greater. The use of an alternative method must be approved by the Authority. (See IEM OPS 1.510(b).)
JAR-OPS 1.515. Landing - Dry Runways (See AMC OPS 1.510 and 1.515)
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with JAR-OPS 1.475(a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold:
(1) Within 60% of the landing distance available at the destination aerodrome and at any alternate aerodrome for turbojet powered aeroplanes; or
(2) Within 70% of the landing distance available at the destination aerodrome and at any alternate aerodrome for turbo-propeller powered aeroplane, except that;
(3) For Steep Approach procedures the Authority may approve the use of landing distance Data factored in accordance with sub-paragraphs (a)(l) and (a)(2) above as appropriate. based on a screen height of less than 50 ft. but not less than 35 ft. (See Appendix 1 to JAR-OPS 1.515(a)(3).)
(b) When showing compliance with sub-paragraph (a) above, an operator must take account of the following:
(1) The altitude at the aerodrome;
(2) Not more than 50% of the head-wind component or nor less than 150% of the tailwind component; and
(3) The runway slope in the direction of landing if greater than +/-2%
(c) When showing compliance with sub-paragraph (a) above, it must be assumed that:
(1) The aeroplane will land on the most favourable runway, in still air; and
(2) The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain. (See IEM OPS 1.515(c).)
(d) If an operator is unable to comply with sub-paragraph (c)(l) above for a destination aerodrome having a single runway where a landing depends upon a specified wind component, an aeroplane may be despatched if 2 alternate aerodromes are designated which permit full compliance with sub-paragraphs (a), (b) and (c). Before commencing an approach to land at the destination aerodrome the commander must satisfy himself that a landing can be made in full compliance with JAR-OPS 1.510 and sub-paragraphs (a) and (b) above .
(e) If an operator is unable to comply with sub-paragraph (c)(2) above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with sub-paragraphs (a), (b) and (c).
JAR-OPS 1.520. Landing - Wet and contaminated runways
(a) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available is at least 115% of the required landing distance, determined in accordance with JAR-OPS 1.515.
(b) An operator shall ensure that when the appropriate weather reports or forecasts, or a combination thereof. indicate that the runway at the estimated time of arrival may be contaminated, the landing distance available must be at least the landing distance determined in accordance with sub-paragraph (a) above or at least 115% of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, accepted by the Authority, whichever is greater.
(c) A landing distance on a wet runway shorter than that required by sub-paragraph (a) above, but not less than that required by JAR-OPS 1.515(a), may; be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.
(d) A landing distance on a specially prepared contaminated runway shorter than that required by sub-paragraph (b) above, but not less than that required by JAR-OPS 1515(a). may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on contaminated runways.
(e) When showing compliance with sub-paragraphs (b). (c) and (d) above. the criteria of JAR-OPS 1.515 shall be applied accordingly except that JAR-OPS 1.515(a)(l) and (2) shall not be applied to sub-paragraph (b) above.