RLD
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RLD
RLD has to be checked at destination and alternate airports.
It is not very clear in our documentation what happens when it is not possible.
Let say for example that tail wind is outside our limitations at destination in weather taf reports. Then whatever the landing weight no RLD can be calculated.
So what happens next?
It is not very clear in our documentation what happens when it is not possible.
Let say for example that tail wind is outside our limitations at destination in weather taf reports. Then whatever the landing weight no RLD can be calculated.
So what happens next?
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Uhh... are you allowed to fly when you physically can't land at your destination? Well, maybe, depends on your local regulation. See subsection c, d and e...
OPS 1.515
Landing — Dry runways
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475(a) for the
estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from
50 ft above the threshold:
1. For turbo-jet powered aeroplanes, within 60 % of the landing distance available; or
2. For turbo-propeller powered aeroplanes, within 70 % of the landing distance available;
3. For steep approach procedures the Authority may approve the use of landing distance data factored in accordance
with subparagraphs (a)1 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 OPS 1.515(a)3);
4. When showing compliance with subparagraphs (a)1 and (a)2 above, the Authority may exceptionally approve,
when satisfied that there is a need (see Appendix 1), the use of short landing operations in accordance with Appendices
1 and 2 together with any other supplementary conditions that the Authority considers necessary in order
to ensure an acceptable level of safety in the particular case.
(b) When showing compliance with subparagraph (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 not 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 subparagraph (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.
(d) If an operator is unable to comply with subparagraph (c)1 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 subparagraphs (a), (b) and (c). Before commencing an approach to
land at the destination aerodrome the commander must satisfy himself/herself that a landing can be made in full compliance
with OPS 1.510 and subparagraphs (a) and (b) above.
e) If an operator is unable to comply with subparagraph (c)2 above for the destination aerodrome, the aeroplane may be
despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c).
Landing — Dry runways
(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475(a) for the
estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from
50 ft above the threshold:
1. For turbo-jet powered aeroplanes, within 60 % of the landing distance available; or
2. For turbo-propeller powered aeroplanes, within 70 % of the landing distance available;
3. For steep approach procedures the Authority may approve the use of landing distance data factored in accordance
with subparagraphs (a)1 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 OPS 1.515(a)3);
4. When showing compliance with subparagraphs (a)1 and (a)2 above, the Authority may exceptionally approve,
when satisfied that there is a need (see Appendix 1), the use of short landing operations in accordance with Appendices
1 and 2 together with any other supplementary conditions that the Authority considers necessary in order
to ensure an acceptable level of safety in the particular case.
(b) When showing compliance with subparagraph (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 not 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 subparagraph (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.
(d) If an operator is unable to comply with subparagraph (c)1 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 subparagraphs (a), (b) and (c). Before commencing an approach to
land at the destination aerodrome the commander must satisfy himself/herself that a landing can be made in full compliance
with OPS 1.510 and subparagraphs (a) and (b) above.
e) If an operator is unable to comply with subparagraph (c)2 above for the destination aerodrome, the aeroplane may be
despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c).
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Obviously regardless of regulations one would not perform an approach if runway is too short to land but it is not my point. Can a flight be dispatched if we can not comply with RLD?
It is clearer with weather conditions in my airline literature. If weather does not permit landing when planning flight then flight can be dispatched with two suitable alternate airports.
But as I said unclear when we can not comply with RLD.
It is clearer with weather conditions in my airline literature. If weather does not permit landing when planning flight then flight can be dispatched with two suitable alternate airports.
But as I said unclear when we can not comply with RLD.
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Obviously regardless of regulations one would not perform an approach if runway is too short to land but it is not my point. Can a flight be dispatched if we can not comply with RLD?
It is clearer with weather conditions in my airline literature. If weather does not permit landing when planning flight then flight can be dispatched with two suitable alternate airports.
But as I said unclear when we can not comply with RLD.
It is clearer with weather conditions in my airline literature. If weather does not permit landing when planning flight then flight can be dispatched with two suitable alternate airports.
But as I said unclear when we can not comply with RLD.
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I have read the EU-OPS again. Am I right in saying that you can despatched the flight with no RLD and two alternates if the runway is dry ( OPS 1.515)but you can not go if runway is wet and no RLD?
Your operator should have an approved version of EU-OPS as part of its manuals.
Ours states you can dispatch to a runway that you do not have the performance to land on due to weather conditions as long as you have 2 suitable alternates, and carry the fuel to the furthest of them. It makes no mention of wet or dry.
Ours states you can dispatch to a runway that you do not have the performance to land on due to weather conditions as long as you have 2 suitable alternates, and carry the fuel to the furthest of them. It makes no mention of wet or dry.
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Thank you. Yes, my operator does have a manual based on EU-OPS. But what it says is not very clear hence my question. And to be honest, the EU-OPS is not clear either.
The EU-OPS does make a difference if runway is dry or wet. ( or so it seems...)
So my point is, according to EU-OPS, a flight can not be despatched to a single runway airport if it is wet ???
The EU-OPS does make a difference if runway is dry or wet. ( or so it seems...)
So my point is, according to EU-OPS, a flight can not be despatched to a single runway airport if it is wet ???
