LoCo airlines busting minima in LVP's at STN?
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Finman - Cat 3 is not available at night when centreline lights and touchdown zone lights are out of service.Cat 2 is available but only at rvrs greater than 550m.What you see in the notam is just the ils radiating capability.
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Finman - Cat 3 is not available at night when centreline lights and touchdown zone lights are out of service.Cat 2 is available but only at rvrs greater than 550m.What you see in the notam is just the ils radiating capability.
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I AM NOT A PILOT
I AM ATC
Not [that] long ago, we had a [Foreign] Long haul B747 inbound to Manchester. At 25DME, the wx was 2000M SKC. AT 10D, the wx was 900M IRVR 300M TD 500M MP 1000 SE..........The a/c diverted to Brum. Station Manager asked "WHY"? A/C CAT3 etc. We, [ATC] didn't know, but, was the crew current? Was the a/c [fully] "serviceable"?
The point is..........The Captain was FULLY informed of the IRVR ALL the way down the appoach
First contact [with Tower] ABC123 xx miles..... Roger ABC123 Continue approach, IRVR 400m.
Admittedly, I am speaking for Manch. Essex Radar/Stansted I freely admit that I know nowt.
watp,iktch
I AM ATC
Not [that] long ago, we had a [Foreign] Long haul B747 inbound to Manchester. At 25DME, the wx was 2000M SKC. AT 10D, the wx was 900M IRVR 300M TD 500M MP 1000 SE..........The a/c diverted to Brum. Station Manager asked "WHY"? A/C CAT3 etc. We, [ATC] didn't know, but, was the crew current? Was the a/c [fully] "serviceable"?
The point is..........The Captain was FULLY informed of the IRVR ALL the way down the appoach
First contact [with Tower] ABC123 xx miles..... Roger ABC123 Continue approach, IRVR 400m.
Admittedly, I am speaking for Manch. Essex Radar/Stansted I freely admit that I know nowt.
watp,iktch
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I AM NOT A PILOT
I AM ATC
Not [that] long ago, we had a [Foreign] Long haul B747 inbound to Manchester. At 25DME, the wx was 2000M SKC. AT 10D, the wx was 900M IRVR 300M TD 500M MP 1000 SE..........The a/c diverted to Brum. Station Manager asked "WHY"? A/C CAT3 etc. We, [ATC] didn't know, but, was the crew current? Was the a/c [fully] "serviceable"?
The point is..........The Captain was FULLY informed of the IRVR ALL the way down the appoach
First contact [with Tower] ABC123 xx miles..... Roger ABC123 Continue approach, IRVR 400m.
Admittedly, I am speaking for Manch. Essex Radar/Stansted I freely admit that I know nowt.
watp,iktch
I AM ATC
Not [that] long ago, we had a [Foreign] Long haul B747 inbound to Manchester. At 25DME, the wx was 2000M SKC. AT 10D, the wx was 900M IRVR 300M TD 500M MP 1000 SE..........The a/c diverted to Brum. Station Manager asked "WHY"? A/C CAT3 etc. We, [ATC] didn't know, but, was the crew current? Was the a/c [fully] "serviceable"?
The point is..........The Captain was FULLY informed of the IRVR ALL the way down the appoach
First contact [with Tower] ABC123 xx miles..... Roger ABC123 Continue approach, IRVR 400m.
Admittedly, I am speaking for Manch. Essex Radar/Stansted I freely admit that I know nowt.
watp,iktch
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Like I said willing whores. Flaps, you are a muppet. Jw411, you dont know what you are talking about, and if you are both ryr skippers ,then god help us. Probably 3000hrs all in the same brainwashed first job ex cadet early command types. All well and good in a controlled enviorment, but from personnal experience with ryr it isnt. It will take a hull loss for tyhe enema to be administered. Personnally I wont fly ryr. Too much attitude throughout, and on the lucky side of the numbers so far.
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Like I said willing whores. Flaps, you are a muppet. Jw411, you dont know what you are talking about, and if you are both ryr skippers ,then god help us. Probably 3000hrs all in the same brainwashed first job ex cadet early command types. All well and good in a controlled enviorment, but from personnal experience with ryr it isnt. It will take a hull loss for tyhe enema to be administered. Personnally I wont fly ryr. Too much attitude throughout, and on the lucky side of the numbers so far.
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For Pittsle
Touch down lighting, is where you touch down...
Most helpful Pittsle.
I was referring to the comment: Also add in the effect of the reduced APCH lighting on R05...
FC.
Most helpful Pittsle.
I was referring to the comment: Also add in the effect of the reduced APCH lighting on R05...
FC.
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For Pittsle
Touch down lighting, is where you touch down...
Most helpful Pittsle.
I was referring to the comment: Also add in the effect of the reduced APCH lighting on R05...
FC.
Most helpful Pittsle.
I was referring to the comment: Also add in the effect of the reduced APCH lighting on R05...
FC.
the grim repa:
I don't think you read my post as well as you should have old son.
I said that by the time you are transferred to "Tower" and you have already passed the decision point and are then given RVRs that are below minimum then you may continue and land if it is possible. (The CAA used to qualify this as being 1000 feet above the runway). Please read your JAR requirements.
I have no intentions in starting an ATC versus Pilots battle but on that particular occasion I WAS GIVEN HUGE ATTITUDE from ATC on taxi-in and so I responded in kind and accurately.
If you think I am carping about something about which I had almost forgotten about since this discussion came about, and it seems that you think an announced runway change is unimportant, can you just imagine the chaos that would occur if the ATIS at LHR is giving easterly landings when they are in fact landing west!
As a matter of further comment; my local airport has recently introduced an automatic ATIS system. This means that every time a rabbit farts on the airport the ATIS letter changes. I recently sat through ATIS "C" to "Q" on a night of freezing fog in 10 minutes! So who the hell do YOU believe?
I don't think you read my post as well as you should have old son.
I said that by the time you are transferred to "Tower" and you have already passed the decision point and are then given RVRs that are below minimum then you may continue and land if it is possible. (The CAA used to qualify this as being 1000 feet above the runway). Please read your JAR requirements.
I have no intentions in starting an ATC versus Pilots battle but on that particular occasion I WAS GIVEN HUGE ATTITUDE from ATC on taxi-in and so I responded in kind and accurately.
If you think I am carping about something about which I had almost forgotten about since this discussion came about, and it seems that you think an announced runway change is unimportant, can you just imagine the chaos that would occur if the ATIS at LHR is giving easterly landings when they are in fact landing west!
As a matter of further comment; my local airport has recently introduced an automatic ATIS system. This means that every time a rabbit farts on the airport the ATIS letter changes. I recently sat through ATIS "C" to "Q" on a night of freezing fog in 10 minutes! So who the hell do YOU believe?
the grim repa:
I don't think you read my post as well as you should have old son.
I said that by the time you are transferred to "Tower" and you have already passed the decision point and are then given RVRs that are below minimum then you may continue and land if it is possible. (The CAA used to qualify this as being 1000 feet above the runway). Please read your JAR requirements.
I have no intentions in starting an ATC versus Pilots battle but on that particular occasion I WAS GIVEN HUGE ATTITUDE from ATC on taxi-in and so I responded in kind and accurately.
If you think I am carping about something about which I had almost forgotten about since this discussion came about, and it seems that you think an announced runway change is unimportant, can you just imagine the chaos that would occur if the ATIS at LHR is giving easterly landings when they are in fact landing west!
As a matter of further comment; my local airport has recently introduced an automatic ATIS system. This means that every time a rabbit farts on the airport the ATIS letter changes. I recently sat through ATIS "C" to "Q" on a night of freezing fog in 10 minutes! So who the hell do YOU believe?
I don't think you read my post as well as you should have old son.
I said that by the time you are transferred to "Tower" and you have already passed the decision point and are then given RVRs that are below minimum then you may continue and land if it is possible. (The CAA used to qualify this as being 1000 feet above the runway). Please read your JAR requirements.
I have no intentions in starting an ATC versus Pilots battle but on that particular occasion I WAS GIVEN HUGE ATTITUDE from ATC on taxi-in and so I responded in kind and accurately.
If you think I am carping about something about which I had almost forgotten about since this discussion came about, and it seems that you think an announced runway change is unimportant, can you just imagine the chaos that would occur if the ATIS at LHR is giving easterly landings when they are in fact landing west!
As a matter of further comment; my local airport has recently introduced an automatic ATIS system. This means that every time a rabbit farts on the airport the ATIS letter changes. I recently sat through ATIS "C" to "Q" on a night of freezing fog in 10 minutes! So who the hell do YOU believe?
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Throwing insults at Ryanair pilots is not going to advance this matter any further than the endless exchange of insults we have seen on many pprune discussions with "superior" pilots (and a few others) throwing mud at colleagues.
There is no airline that does not find itself at the receiving end of pilot decisions that could have been better, or that are disputed. The issue is: what was the cause and the context for the behaviour - and then asking if everybody is interested in doing something about it and can they do something about it.
Most of the comments here are about the minima issue, but there is the whole business of FTLs and fitness for flight the day after the diversions - not least among the cabin crew. The issue is why did all of this pan out in a manner which is so different to that which is normal in the aviation industry and why is it that none of these matters ever seem to get resolved with Ryanair.
If the pressure gets really intense somebody might get fired, but that would really be missing the point. Missing the point ... which seems to be something that some posters above appear to specialise in doing.
There is no airline that does not find itself at the receiving end of pilot decisions that could have been better, or that are disputed. The issue is: what was the cause and the context for the behaviour - and then asking if everybody is interested in doing something about it and can they do something about it.
Most of the comments here are about the minima issue, but there is the whole business of FTLs and fitness for flight the day after the diversions - not least among the cabin crew. The issue is why did all of this pan out in a manner which is so different to that which is normal in the aviation industry and why is it that none of these matters ever seem to get resolved with Ryanair.
If the pressure gets really intense somebody might get fired, but that would really be missing the point. Missing the point ... which seems to be something that some posters above appear to specialise in doing.
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Throwing insults at Ryanair pilots is not going to advance this matter any further than the endless exchange of insults we have seen on many pprune discussions with "superior" pilots (and a few others) throwing mud at colleagues.
There is no airline that does not find itself at the receiving end of pilot decisions that could have been better, or that are disputed. The issue is: what was the cause and the context for the behaviour - and then asking if everybody is interested in doing something about it and can they do something about it.
Most of the comments here are about the minima issue, but there is the whole business of FTLs and fitness for flight the day after the diversions - not least among the cabin crew. The issue is why did all of this pan out in a manner which is so different to that which is normal in the aviation industry and why is it that none of these matters ever seem to get resolved with Ryanair.
If the pressure gets really intense somebody might get fired, but that would really be missing the point. Missing the point ... which seems to be something that some posters above appear to specialise in doing.
There is no airline that does not find itself at the receiving end of pilot decisions that could have been better, or that are disputed. The issue is: what was the cause and the context for the behaviour - and then asking if everybody is interested in doing something about it and can they do something about it.
Most of the comments here are about the minima issue, but there is the whole business of FTLs and fitness for flight the day after the diversions - not least among the cabin crew. The issue is why did all of this pan out in a manner which is so different to that which is normal in the aviation industry and why is it that none of these matters ever seem to get resolved with Ryanair.
If the pressure gets really intense somebody might get fired, but that would really be missing the point. Missing the point ... which seems to be something that some posters above appear to specialise in doing.
I imagine that there is a statictical method of determining if "company culture" is pressurising pilots. One could perhaps calculate the frequency of diversions by various airlines and then compare them. After allowing for different airports etc. it may be possible to rerach some conclusion.
I imagine that there is a statictical method of determining if "company culture" is pressurising pilots. One could perhaps calculate the frequency of diversions by various airlines and then compare them. After allowing for different airports etc. it may be possible to rerach some conclusion.
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In the early days of ETOPS every piece of paperwork had to be retained for inspection by the CAA.
This thread has highlighted insufficient briefing times to do the job properly. The lack of a serviceable printer was also quoted.
Perhaps Ryanair should be required to retain all their paperwork for later inspection. I would suggest with such a requirement any sensible crew would most certainly make sure they had all the briefing material they needed for each planned sector, including details of lighting deficiencies.
It suites me to use them to Spain. Perhaps I will pick up the AIS information and push it under the flight deck door in future!
This thread has highlighted insufficient briefing times to do the job properly. The lack of a serviceable printer was also quoted.
Perhaps Ryanair should be required to retain all their paperwork for later inspection. I would suggest with such a requirement any sensible crew would most certainly make sure they had all the briefing material they needed for each planned sector, including details of lighting deficiencies.
It suites me to use them to Spain. Perhaps I will pick up the AIS information and push it under the flight deck door in future!
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In the early days of ETOPS every piece of paperwork had to be retained for inspection by the CAA.
This thread has highlighted insufficient briefing times to do the job properly. The lack of a serviceable printer was also quoted.
Perhaps Ryanair should be required to retain all their paperwork for later inspection. I would suggest with such a requirement any sensible crew would most certainly make sure they had all the briefing material they needed for each planned sector, including details of lighting deficiencies.
It suites me to use them to Spain. Perhaps I will pick up the AIS information and push it under the flight deck door in future!
This thread has highlighted insufficient briefing times to do the job properly. The lack of a serviceable printer was also quoted.
Perhaps Ryanair should be required to retain all their paperwork for later inspection. I would suggest with such a requirement any sensible crew would most certainly make sure they had all the briefing material they needed for each planned sector, including details of lighting deficiencies.
It suites me to use them to Spain. Perhaps I will pick up the AIS information and push it under the flight deck door in future!