OM Part A
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OM Part A
Dear folks
i have a couple of questions i would like you to shed some light on, about statements made on our OM part A, Operations section.
the first is the 1000ft approach ban: as far as i can remember an ifr approach can be initiated regardless of the weather conditions - it used to be a different matter - however you can not proceed past the OM or equivalent - 1000ft above aerodrome elevation, or threshold elevation if they differ by more than 7ft - unless you have the minima - rvr for precision, rvr+ceiling for non precision with published mda. should the weather deteriorates when past the marker or below 1000ft in those countries where the 1000ft ban is enforced - uk, uae and india come to mind -, it is at pilot's discretion to descend to DA, however in order to continue to descend below the da the required visual cues must be in sight.
to wrap it up:
to the OM or 1000ft ban in all wx conditions
if wx deteriorates prior to OM or 1000ft a missed approach must be carried out at the latest at the OM or at 1000ft aal.
if wx deteriorates past OM or below 1000ft aal, pilot's discretion.
another question pivots around the minima at the destination.
Am i correct that at the planning stage the planning minima apply to the destination airport - if ils downgraded to non prec, if non precision non prec minima visibility 1000m ceiling +200ft, circling circling - and not the landing minima - the published ones? while landing minima only apply to takeoff alternate? if you dont have the planning minima at the destination than a second alternate must be listed.
Many thanks and my apologies if i posted in the wrong section, but working for a bizjet company, i was seeking an opinion from collegues with similar experience.
Baobab
i have a couple of questions i would like you to shed some light on, about statements made on our OM part A, Operations section.
the first is the 1000ft approach ban: as far as i can remember an ifr approach can be initiated regardless of the weather conditions - it used to be a different matter - however you can not proceed past the OM or equivalent - 1000ft above aerodrome elevation, or threshold elevation if they differ by more than 7ft - unless you have the minima - rvr for precision, rvr+ceiling for non precision with published mda. should the weather deteriorates when past the marker or below 1000ft in those countries where the 1000ft ban is enforced - uk, uae and india come to mind -, it is at pilot's discretion to descend to DA, however in order to continue to descend below the da the required visual cues must be in sight.
to wrap it up:
to the OM or 1000ft ban in all wx conditions
if wx deteriorates prior to OM or 1000ft a missed approach must be carried out at the latest at the OM or at 1000ft aal.
if wx deteriorates past OM or below 1000ft aal, pilot's discretion.
another question pivots around the minima at the destination.
Am i correct that at the planning stage the planning minima apply to the destination airport - if ils downgraded to non prec, if non precision non prec minima visibility 1000m ceiling +200ft, circling circling - and not the landing minima - the published ones? while landing minima only apply to takeoff alternate? if you dont have the planning minima at the destination than a second alternate must be listed.
Many thanks and my apologies if i posted in the wrong section, but working for a bizjet company, i was seeking an opinion from collegues with similar experience.
Baobab
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If at the expected time of arrival the weather is not forecasted above minimums you have to choose a second alternate. This applies mostly to long haul flights where you donīt know the weather in 9 hours ahead and only rely on TAFīs.
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If I am correct regarding planning minima for destination A/D - forecasted weather is taken without safety margin i.e. RVR for ILS, VIS/CEIL for Non-Precis etc. If forecast indicates weather below landing minima, then 2 alternates are required.
What was mentioned above - these are planning minima for take-off and destination alternates (also en-route if applicable)..
What was mentioned above - these are planning minima for take-off and destination alternates (also en-route if applicable)..
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For planning purposes prior to flight.
Your destination: met conditions must be above the minima for the approach you are planning to fly for 1 hour prior and post expected arrival time. There is no downgrading or factoring.
If destination is below minina during this time, 2 destination alternates must be specified.
Destination (or enroute) alternate: met conditions must be above the minima for the procedure that is 'one below' the procedure you are planning to fly at the alternate.
As stated above;
Planning a CAT II at alternate, met must be CAT I or better.
Planning a CAT I at alternate, met must be Non Precision or better.
Planning a NP at alternate, met must be NP +200ft MDA, +1000m vis.
Take off alternate: met conditions must be above the minima for the approach you are planning to fly for 1 hour prior and post expected arrival time. There is no downgrading or factoring. Consideration must be made however, for a downgrading of capability due to OEI considerations (CAT II limited to 2 engines operational).
You're correct with the approach ban requirements.
Your destination: met conditions must be above the minima for the approach you are planning to fly for 1 hour prior and post expected arrival time. There is no downgrading or factoring.
If destination is below minina during this time, 2 destination alternates must be specified.
Destination (or enroute) alternate: met conditions must be above the minima for the procedure that is 'one below' the procedure you are planning to fly at the alternate.
As stated above;
Planning a CAT II at alternate, met must be CAT I or better.
Planning a CAT I at alternate, met must be Non Precision or better.
Planning a NP at alternate, met must be NP +200ft MDA, +1000m vis.
Take off alternate: met conditions must be above the minima for the approach you are planning to fly for 1 hour prior and post expected arrival time. There is no downgrading or factoring. Consideration must be made however, for a downgrading of capability due to OEI considerations (CAT II limited to 2 engines operational).
You're correct with the approach ban requirements.
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There is a recent article covering these topics in detail here:
http://www.pplir.org/images/stories/...cle%20v133.pdf
http://www.pplir.org/images/stories/...cle%20v133.pdf
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Guys now with the EASA stuff I can not find in the documents clear answers for these things. EU OPS were far more clearer
Is it still the same about the takeoff alternate minima? (AOM minima???)
Is it still the same about the takeoff alternate minima? (AOM minima???)
