Air NZ SOPs regarding allowed number of approaches
Thread Starter
Air NZ SOPs regarding allowed number of approaches
Quick question for any Air NZ drivers here.
"What's the current SOP / Policy regarding the number of approaches that can be made before diverting"?
Always thought it was two. Any updates? Exceptions? Hard and fast policy??
"What's the current SOP / Policy regarding the number of approaches that can be made before diverting"?
Always thought it was two. Any updates? Exceptions? Hard and fast policy??
Thread Starter
Thanks DeltaT. Yes - obviously subject to fuel.
I know there's a 2 approach limit in the event of a comms failure (and you have to start your 2nd approach withing 1/2 hour of your expected ETA), but looks like my memory failed me with regards to the rest.
Not sure if it's never been an SOP or if it changed at some point. Can definitely remember reading it somewhere, just not sure where (not what it applied to).
I know there's a 2 approach limit in the event of a comms failure (and you have to start your 2nd approach withing 1/2 hour of your expected ETA), but looks like my memory failed me with regards to the rest.
Not sure if it's never been an SOP or if it changed at some point. Can definitely remember reading it somewhere, just not sure where (not what it applied to).
The comms failure procedure you speak of is outlined in the NZAIP rather than an Airline specific SOP. ENR 1.15 - 8 Diversion
I'm familiar with a few Airlines who have a requirement to divert after 2 unsuccessful approaches, although even then, the PIC can exercise their authority to conduct a 3rd.
Personally, I'm not a fan of trying to create SOP's in place of good airmanship.
I'm familiar with a few Airlines who have a requirement to divert after 2 unsuccessful approaches, although even then, the PIC can exercise their authority to conduct a 3rd.
Personally, I'm not a fan of trying to create SOP's in place of good airmanship.
Thread Starter
I'm familiar with a few Airlines who have a requirement to divert after 2 unsuccessful approaches, although even then, the PIC can exercise their authority to conduct a 3rd.
Personally, I'm not a fan of trying to create SOP's in place of good airmanship.
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An interesting question to which I do not know the answer but I am aware that there is a growing trend in Europe for some airlines that an approach cannot even be commenced if the weather is below minimums and recently watched a Youtube video of a chap in a DA42 shooting an ILS into Linate who explained that he could only continue the approach beyond the outer marker because the weather was reported as above minimums. There is also plenty of statistical data that the risk of CFIT goes up on the second and subsequent approaches - getinitis rearing its ugly head.
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Haven't checked on 121, but for 135:
135.157 Cannot commence a flight if ETA is below landing minima
135.159 Can't go past final approach fix, or if none, after procedure turn, if Viz is below landing
135.161 Can't depart if no landing alternate within 1hr on single engine
135.157 Cannot commence a flight if ETA is below landing minima
135.159 Can't go past final approach fix, or if none, after procedure turn, if Viz is below landing
135.161 Can't depart if no landing alternate within 1hr on single engine
No approach bans in Australia. If you want to have a look there's nothing stopping you, regardless of the weather.
Yes, but Part 121, 125 and 135 have been working in NZ for years. I don't know why AirNZ would be using the Australian rules in NZ anyway. DeltaT would've been looking at the NZ rules.
