"Radio Altimeter Alive" call
A question for you.Can you explain the reason for one manufacturers call at DA "continue"? Why not " landing or land" What is the purpose of this call and when should it be used?.....
The explanation we got when the company changed the call in our SOPs was that saying “land” was quite definitive and was perhaps subconsciously shifts the mental model/expectations of all involved in the wrong direction, whereas with “continue” you are reinforcing the fact you’ve still got options....
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So are we going to call both Continue at DA and Landing below DA or is it just enough to call Continue at DA.
About the RA alive call, I dont see anywhere in boeing they recommend the call out checked or anything like that. But as many pointed out about good airmanship and using the call out.
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No call at all on our 747
what we do say when cleared below Relevant MSA
is terrain. And PM goes or was already on terrain mode
what we do say when cleared below Relevant MSA
is terrain. And PM goes or was already on terrain mode
Last edited by sjimmy; 5th May 2018 at 07:07.
Having had a GPWS failure in a 773 a few months back, I just asked my partner in crime to call “50” and flared based on the view out of the window. Result (in benign conditions) - my best landing of the year. The main thing I missed was not so much the call outs but the cadence of the call outs giving an extra cue to the rate of descent and progress of the flare.
The relevance of the 2500 call is vital for SA. Why am I getting the 2500 call now when I'm still 20 miles out (I'm not saying it has happened to me.....yet). Having an awareness of when you should get the call will save someone's ass one day.
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The relevance of the 2500 call is vital for SA. Why am I getting the 2500 call now when I'm still 20 miles out (I'm not saying it has happened to me.....yet).
what we do say when cleared below Relevant MSA is terrain. And PM goes or was already on terrain mode
Have a read of https://assets.publishing.service.go...975_G-AWNJ.pdf
This was before the days of "Terrain on ND" and even before GPWS was fitted.
Nairobi airfield is at an Altitude of 5,330 feet and the crew believed they were cleared to Altitude 5,000 ft. The crew acknowledged the radio Alt call of 2,500 feet (top of page 4) and during the approach they had full fly up on the ILS GP.
They must have been really fatigued!
Last edited by Goldenrivett; 6th May 2018 at 15:30. Reason: typo
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How is about auto callout "Minimum" not generated?
How is about "Minimum" not generated? I see this report in the techlog but when test will not listenable on ground, even programming with RA test-set. Anyone know this problem?
tks for discuss
tks for discuss
Only half a speed-brake
On a certain popular type, for units equipped with AFS "QFE option" the auto call outs at minimum and 100 above do not sound on a LNAV-VNAV coupled approach (they do on ILS). A documented bug.
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Goldenrivett
They were very lucky. The crew of Flying Tiger Line 747 Freighter were not so lucky. On 19th Feb1989 when given clearance "Descent two four zero zero" descended below minimum height of NDB approach 2400ft and fatally crashed into hill side at 600ft. just before reaching NDB.
They must have been really fatigued!
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Goldenrivett
They were very lucky. The crew of Flying Tiger Line 747 Freighter were not so lucky. On 19th Feb1989 when given clearance "Descent two four zero zero" descended below minimum height of NDB approach 2400ft and fatally crashed into hill side at 600ft. just before reaching NDB.
They were very lucky. The crew of Flying Tiger Line 747 Freighter were not so lucky. On 19th Feb1989 when given clearance "Descent two four zero zero" descended below minimum height of NDB approach 2400ft and fatally crashed into hill side at 600ft. just before reaching NDB.
really hard to watch
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Up for this question. Anyone knows the reason why? Again yesterday the RA became alive at 2500' AGL but no auto call out until 1000' AGL. A319, MSN 1758. Thanks.
