Departure and landing minima?
Minima.
>>>>Is a private flight required to comply with the published airfield minima?<<<<
Aerad or Jeppeson provide CAA operating minima for IFR flight.
I would think, Robin 400, that, if in fact you are a private pilot, you will conduct your flights in VMC under VFR.
Being a private pilot, you will have completed an Air Law exam paper, the study of which will clarify the requirements for VFR flight.
Having said that, the answer to your question is NO. You can in fact arrive and depart in whatever weather you choose.
However I don't think your insurance company would be very pleased, or compliant, when you have your accident.
Oh, and please make sure you're on your own..........
Aerad or Jeppeson provide CAA operating minima for IFR flight.
I would think, Robin 400, that, if in fact you are a private pilot, you will conduct your flights in VMC under VFR.
Being a private pilot, you will have completed an Air Law exam paper, the study of which will clarify the requirements for VFR flight.
Having said that, the answer to your question is NO. You can in fact arrive and depart in whatever weather you choose.
However I don't think your insurance company would be very pleased, or compliant, when you have your accident.
Oh, and please make sure you're on your own..........
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I would think, Robin 400, that, if in fact you are a private pilot, you will conduct your flights in VMC under VFR
There is nothing to stop a private pilot flying in IMC under IFR outside CAS if he has an IMC rating - and nothing to stop him as a private pilot gaining an Instrument rating to fly IFR in IMC inside CAS.
(In fact Sleeve wing, you might like to check his profile - might have been best to have done that before posting!)
IFR approach and departure minima are functions of licence privileges and equipment capabilities and nothing to do with the nature of the flight.
Some other minima are mandatory for public transport but optional for a private flight. For example the 1.3 safety factor on takeoff and 1.43 factor on landing distances are only mandatory for public transport and are discretionary for a private flight.
Your pilot/captain/instructor will be familiar with all of this Robin - would be well worth discussing that with him.
G
Some other minima are mandatory for public transport but optional for a private flight. For example the 1.3 safety factor on takeoff and 1.43 factor on landing distances are only mandatory for public transport and are discretionary for a private flight.
Your pilot/captain/instructor will be familiar with all of this Robin - would be well worth discussing that with him.
G
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The only strict minima, assumiung you are IFR in a suitably equipped aircraft, would be the vis to commence the approach. Single Pilot IFR would need min 800m reported RVR, or possibly more if the approach required (OCH above a certain figure, or a lower category of approach lighting). There's a table with the system minima in EASA ops.
It would be illegal in the UK to commence an IFR approach if the vis was below this minima.
For take off, with only an IMC rating the recommendation is 1800m, otherwise you can pretty well do what you want.
VFR minima are clearly published in many places, The ANO is a good point of reference.
It would be illegal in the UK to commence an IFR approach if the vis was below this minima.
For take off, with only an IMC rating the recommendation is 1800m, otherwise you can pretty well do what you want.
VFR minima are clearly published in many places, The ANO is a good point of reference.
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There is no published limit for private flights, however it is recommended they follow the same minima as commercial flights.
For multi engine commercial flights:
Single pilot no facilities is 500m
With runway edge and centre line lights this reduces to 150m RVR.
This has the obvious implication that if you took off in less than the approach minima and then had a problem, you wouldn't be able to make an approach at the airfield you just took off from.
For multi engine commercial flights:
Single pilot no facilities is 500m
With runway edge and centre line lights this reduces to 150m RVR.
This has the obvious implication that if you took off in less than the approach minima and then had a problem, you wouldn't be able to make an approach at the airfield you just took off from.
Last edited by RTN11; 22nd Nov 2011 at 20:00.
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3.4 Determination of Take-off Minima
3.4.1 The take-off minima must be selected to ensure sufficient guidance to control the aircraft in the event of both a discontinued takeoff
in adverse circumstances and a continued take-off after failure of the critical power unit.
3.4.2 For an aircraft flown for the purpose of Public Transport, it must be ensured that take-off minima calculations are:
a. In accordance with the procedures and requirements of the State of Registry of the aircraft; and
b. not less than those required in the following paragraphs.
3.4.3 For an aircraft being flown for a purpose other than public transport, it must be ensured that, the take-off minima selected have
been calculated in accordance with the procedures and requirements of the State of Registry of the aircraft. In addition, it is strongly
recommended that the take-off minima selected should not be less than those given in paragraphs 4.1 or 5.1. It should be noted that the
weather minima limitations in pilot licence privileges may override some of the calculated minima.
3.4.4 For night operations by helicopters conducting public transport, some ground lighting must be available to illuminate the Final
Approach and Take-off area (FATO) and any obstacles unless otherwise agreed by the CAA
4 Aerodrome Operating Minima - Aeroplanes
4.1 Take-off
4.1.1 Single engine aeroplanes
4.1.1.1 The minima for take-off by single-engine aeroplanes when flying for public transport are 1000 ft cloud ceiling and 1800 m RVR.
4.1.1.2 The minima selected for all flights by single engine aeroplanes should be adequate to ensure a high probability of a successful
forced landing being made should a failure of the engine occur after take-off.
4.1.2 Multi-engine aeroplanes operating in accordance with Performance Class A.
4.1.2.1 For multi-engine aeroplanes with performance such that, in the event of a critical power unit failure at any point during take-off, the
aeroplane can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required
margins, the take-off minima must be not less than the RVR/Visibility values given in Table 2:
Table 2 - RVR/Visibility for Take-Off
Note 1: The higher values apply to Category D aeroplanes.
Note 2: For night operations at least runway edge and runway end lights are required.
Note 3: The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the relevant RVR reporting points with the exception given in Note 3.
Nil (Day only) 500 m
Runway edge lighting and/or centre-line
marking
250/300 m (Notes 1 and 2)
Runway edge and centre-line lighting 200/250 m (Note 1)
Runway edge and centre-line lighting and
multiple RVR information
150/200 m (Notes 1 and 4)
3.4.1 The take-off minima must be selected to ensure sufficient guidance to control the aircraft in the event of both a discontinued takeoff
in adverse circumstances and a continued take-off after failure of the critical power unit.
3.4.2 For an aircraft flown for the purpose of Public Transport, it must be ensured that take-off minima calculations are:
a. In accordance with the procedures and requirements of the State of Registry of the aircraft; and
b. not less than those required in the following paragraphs.
3.4.3 For an aircraft being flown for a purpose other than public transport, it must be ensured that, the take-off minima selected have
been calculated in accordance with the procedures and requirements of the State of Registry of the aircraft. In addition, it is strongly
recommended that the take-off minima selected should not be less than those given in paragraphs 4.1 or 5.1. It should be noted that the
weather minima limitations in pilot licence privileges may override some of the calculated minima.
3.4.4 For night operations by helicopters conducting public transport, some ground lighting must be available to illuminate the Final
Approach and Take-off area (FATO) and any obstacles unless otherwise agreed by the CAA
4 Aerodrome Operating Minima - Aeroplanes
4.1 Take-off
4.1.1 Single engine aeroplanes
4.1.1.1 The minima for take-off by single-engine aeroplanes when flying for public transport are 1000 ft cloud ceiling and 1800 m RVR.
4.1.1.2 The minima selected for all flights by single engine aeroplanes should be adequate to ensure a high probability of a successful
forced landing being made should a failure of the engine occur after take-off.
4.1.2 Multi-engine aeroplanes operating in accordance with Performance Class A.
4.1.2.1 For multi-engine aeroplanes with performance such that, in the event of a critical power unit failure at any point during take-off, the
aeroplane can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required
margins, the take-off minima must be not less than the RVR/Visibility values given in Table 2:
Table 2 - RVR/Visibility for Take-Off
Note 1: The higher values apply to Category D aeroplanes.
Note 2: For night operations at least runway edge and runway end lights are required.
Note 3: The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the relevant RVR reporting points with the exception given in Note 3.
Nil (Day only) 500 m
Runway edge lighting and/or centre-line
marking
250/300 m (Notes 1 and 2)
Runway edge and centre-line lighting 200/250 m (Note 1)
Runway edge and centre-line lighting and
multiple RVR information
150/200 m (Notes 1 and 4)
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This is required reading regarding general aviation/private pilots and minima.
http://www.caa.co.uk/docs/33/SafetyNotice201103.pdf
http://www.caa.co.uk/docs/33/SafetyNotice201103.pdf
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From AIP AD 1.1.2
5 Aerial Work and Private Aircraft
5.1 For Aerial Work and private aircraft operations the declared minima in relation to Article 109 shall be no lower than published in Appendix 1 (New) to EU OPS 1.430 for aeroplanes and JAR-OPS 3 for helicopters unless more restrictive minima are notified in respect of a particular aerodrome.
5.2 The take-off minima selected for all flights by single-engine aeroplanes should be adequate to ensure a high probability of a successful forced landing being made should a failure of the engine occur after take-off.
5.1 For Aerial Work and private aircraft operations the declared minima in relation to Article 109 shall be no lower than published in Appendix 1 (New) to EU OPS 1.430 for aeroplanes and JAR-OPS 3 for helicopters unless more restrictive minima are notified in respect of a particular aerodrome.
5.2 The take-off minima selected for all flights by single-engine aeroplanes should be adequate to ensure a high probability of a successful forced landing being made should a failure of the engine occur after take-off.
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This is required reading regarding general aviation/private pilots and minima.
http://www.caa.co.uk/docs/33/SafetyNotice201103.pdf
http://www.caa.co.uk/docs/33/SafetyNotice201103.pdf
