Runway heading
Thread Starter
Joined: Apr 2004
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From: U.K.
Runway heading
Hello!
What do you understand when ATC said "maintain rwy heading after TO" and rwy hdg is 110 and you have a cross wind of 24kts? Should your heading be 110 or in fact you have to mantain rwy track?
Thanks!
What do you understand when ATC said "maintain rwy heading after TO" and rwy hdg is 110 and you have a cross wind of 24kts? Should your heading be 110 or in fact you have to mantain rwy track?
Thanks!
Joined: Feb 2001
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From: Hants, UK
"Maintain runway heading" means just that: Fly the runway magnetic heading and disregard the drift. ATC will be allowing for that in any instructions;
"Climb straight ahead" means you need to adjust your heading to allow for the wind and maintain a track which is aligned with the runway centreline.
"Climb straight ahead" means you need to adjust your heading to allow for the wind and maintain a track which is aligned with the runway centreline.
Joined: Mar 2007
Posts: 85
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From: Hell
STANDARD INSTRUMENT DEPARTURES (SID’s)
General. - A SID is normally developed to accommodate as many aircraft categories as possible. The SID terminates at the first fix/facility/waypoint of the en-route phase following the departure procedure.
There are two basic types of departure route: STRAIGHT and TURNING. Departure routes are based on TRACK guidance acquired within 10,8 NM from the departure end of the runway (DER) on straight departures and within 5,4 NM after completion of turns on departures requiring turns. The design of instrument departure routes and the associated obstacle clearance criteria are based on the definition of tracks to be followed by the aeroplane. When flying the published track, the pilot is expected to correct for known wind to remain within the protected airspace.
So, remember when ATC ask you to maintain runway heading, well, just do that and forget about the wind ok. Cheers
P.S. It'd be good from time to time to make a quick review of the Jeppesen Introduction section (Documents 8168 and 4444). It's a great tool for most of us, specially after we have been flying for quite some time and tend to forget about the basics.
General. - A SID is normally developed to accommodate as many aircraft categories as possible. The SID terminates at the first fix/facility/waypoint of the en-route phase following the departure procedure.
There are two basic types of departure route: STRAIGHT and TURNING. Departure routes are based on TRACK guidance acquired within 10,8 NM from the departure end of the runway (DER) on straight departures and within 5,4 NM after completion of turns on departures requiring turns. The design of instrument departure routes and the associated obstacle clearance criteria are based on the definition of tracks to be followed by the aeroplane. When flying the published track, the pilot is expected to correct for known wind to remain within the protected airspace.
So, remember when ATC ask you to maintain runway heading, well, just do that and forget about the wind ok. Cheers
P.S. It'd be good from time to time to make a quick review of the Jeppesen Introduction section (Documents 8168 and 4444). It's a great tool for most of us, specially after we have been flying for quite some time and tend to forget about the basics.
Last edited by Desert_Storm; 1st October 2007 at 16:03. Reason: mispelling
Joined: Jun 2001
Posts: 4,777
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From: Blighty
Oh no! Not this one again.
PANSOPS - runway track (adjust for drift).
TERPS - fly runway heading, don't correct for drift.
Know what standard the airfield you're operating from employs and follow suit. But most moderm FMC/FMGS driven aircraft these days already know and do it for you. For example, if you're flying an aircaft built in Seattle, you will see the relevant info on the FMA. On a Toulouse finished aircraft you will see C135 for course 135 degrees or H135 for a heading of 135 on the FMGC.
PANSOPS - runway track (adjust for drift).
TERPS - fly runway heading, don't correct for drift.
Know what standard the airfield you're operating from employs and follow suit. But most moderm FMC/FMGS driven aircraft these days already know and do it for you. For example, if you're flying an aircaft built in Seattle, you will see the relevant info on the FMA. On a Toulouse finished aircraft you will see C135 for course 135 degrees or H135 for a heading of 135 on the FMGC.
Joined: Jun 2001
Posts: 3,991
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From: UK
Joined: Mar 2007
Posts: 85
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From: Hell
Dear Dan_Winterland!
Guess you are confusing the personnel a little bit since you are ruffling the PANS-OPS (Procedures for air navigation services- aircraft operations) from ICAO with the TERPS ( U.S. Standard for Instrument Procedures) from FAA and the airfield where one is operating. Just for the record, most of the instrument departures and approach procedures currently used worldwide are in accordance with ICAO requirements; these requirements are stated in the previously mentioned documents (8168 and 4444 among others) whilst TERPS are applicable ONLY in the United States no matter what make of airplane you are flying.
Guess you made your initial training in the USA and obviously somebody told you there that the world is only North America (excluding Canada) but sorry matey, it's bigger than that piece of soil and unfortunately for "The Gringos", the final authority rest on ICAO and not on the FAA or JAA. Cheers!
Guess you are confusing the personnel a little bit since you are ruffling the PANS-OPS (Procedures for air navigation services- aircraft operations) from ICAO with the TERPS ( U.S. Standard for Instrument Procedures) from FAA and the airfield where one is operating. Just for the record, most of the instrument departures and approach procedures currently used worldwide are in accordance with ICAO requirements; these requirements are stated in the previously mentioned documents (8168 and 4444 among others) whilst TERPS are applicable ONLY in the United States no matter what make of airplane you are flying.
Guess you made your initial training in the USA and obviously somebody told you there that the world is only North America (excluding Canada) but sorry matey, it's bigger than that piece of soil and unfortunately for "The Gringos", the final authority rest on ICAO and not on the FAA or JAA. Cheers!
