EK visual approach
Oh dear. A viz approach makes it to youtube now. This profession is dead.
With regards to EK OMA, in summary it states "If you land without overspeeding, underspeeding, being unstable, they don't give a sh@t. If you do any of those, you are toast."
Who says I am not worth the full AED230 per month pay rise.
The Don
With regards to EK OMA, in summary it states "If you land without overspeeding, underspeeding, being unstable, they don't give a sh@t. If you do any of those, you are toast."
Who says I am not worth the full AED230 per month pay rise.
The Don
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Hmm. If we heed the adage "you get what you pay for" it appears that people should pay more attention to me than you, Don. My raise was 299 dirhams per month.
I look forward to a similar raise next year which will then exceed the 10-dirhams-per-day-more threshold. This is vital to my self-esteem.
I look forward to a similar raise next year which will then exceed the 10-dirhams-per-day-more threshold. This is vital to my self-esteem.
And when you think of all the cash you save in not requiring hair care products as well, you are streets ahead Dropp 
.
The Don
.The Don
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OKC. Slight correction to your post, if you are cleared for a visual approach and told to follow preceding traffic, responsibility for separation against that aircraft lies with you. ATC no longer have to ensure the radar or wake vortex separation minima are maintained.
If a controller ever says to you that you are catching up on the preceding traffic and he may have to "reposition" you (go around), all you need to say is "Request Visual Approach to follow the traffic", then all ATC separation minima disappear and you will save yourself 20+ extra track miles.
If a controller ever says to you that you are catching up on the preceding traffic and he may have to "reposition" you (go around), all you need to say is "Request Visual Approach to follow the traffic", then all ATC separation minima disappear and you will save yourself 20+ extra track miles.
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Thanks for the video, OKC. I frequently fly into airports I've never been to before, and Youtube is one source I use to find information about these airports. Cockpit videos is a great tool to get a mental picture of the airport and the surrounding area.
I was looking very hard before I saw the runway in your video. I have not been to Kabul (yet), but if I do, I will use your video as a part of the preparation.
I was looking very hard before I saw the runway in your video. I have not been to Kabul (yet), but if I do, I will use your video as a part of the preparation.
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[QUOTE]ATC no longer have to ensure the radar or wake vortex separation minima are maintained./QUOTE]
Incorrect.
Perhaps where you are, this is the case. Here in the sandpit and in many other locations around the world, ATC remain responsible for separating the aircraft performing a visual approach (which is still, technically, operating under IFR) and other IFR (and VFR, depending on airspace classification) traffic. This includes both radar and vortex sep.
In the UK, there used to be a second possible clearance (approach maintaining VMC and own separation) which could only be approved when specifically requested - which was quite rare as very few pilots had ever heard of it!
In other news, Emirates are again trialing an RNAV/Visual procedure - although there are so many requirements / restrictions that I can't ever see it being of any use.
Incorrect.
Perhaps where you are, this is the case. Here in the sandpit and in many other locations around the world, ATC remain responsible for separating the aircraft performing a visual approach (which is still, technically, operating under IFR) and other IFR (and VFR, depending on airspace classification) traffic. This includes both radar and vortex sep.
In the UK, there used to be a second possible clearance (approach maintaining VMC and own separation) which could only be approved when specifically requested - which was quite rare as very few pilots had ever heard of it!
In other news, Emirates are again trialing an RNAV/Visual procedure - although there are so many requirements / restrictions that I can't ever see it being of any use.
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Don, you are correct....
People are scared of c--king up the visual approach and then being called into the office. We don't do it enough blah blah, but we have some fine astronauts that still c--k up an ILS and be called in, so go figure.
Either way, fly it professionally and enjoy the beer afterwards rather than the tea and biscuits.
People are scared of c--king up the visual approach and then being called into the office. We don't do it enough blah blah, but we have some fine astronauts that still c--k up an ILS and be called in, so go figure.
Either way, fly it professionally and enjoy the beer afterwards rather than the tea and biscuits.
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ManaAdaSystem - if and / or when you ever get the chance to fly into Kabul, do please drop me a PM and I'll give you (what I hope is) a top briefing on the numerous and various gotchas (for approaches to both ends of the runway).
Guy D'ageradar - fwiw, I concur !
Guy D'ageradar - fwiw, I concur !
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Guy and OKC,
It is ICAO standard which means it can be applied at DXB. At the moment the only issue is that controllers cannot invite pilots to take a visual approach in an attempt to transfer separation responsibility. If a pilot asks for it of course it can be used.
ICAO Doc 4444 phraseology.
CLEARED VISUAL APPROACH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING (aircraft type and wake turbulence category as appropriate) [CAUTION WAKE TURBULENCE];
It is ICAO standard which means it can be applied at DXB. At the moment the only issue is that controllers cannot invite pilots to take a visual approach in an attempt to transfer separation responsibility. If a pilot asks for it of course it can be used.
ICAO Doc 4444 phraseology.
CLEARED VISUAL APPROACH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING (aircraft type and wake turbulence category as appropriate) [CAUTION WAKE TURBULENCE];
