Why target approach speed is max VREF+20?
- At 135T, pitch is -0.7 degrees - easy for nose gear landing and pitch low FOQA
- Probability of float and increased landing distance required
- Flap overspeed at high landing weights
When will you make a go around? (6)
- unstabilised approach
- windshear caution
- ATC instruction
- report of severe turbulence (OM restriction
- loss of visual reference
- GPWS
What is the difference between Simultaneous Parallel approach and Parallel approach?
PIA
- Prescribed radar separation is provided between aircraft on the adjacent runway
- Separation 2nm due to NRT > 4,300’ separation between runway centerlines
SPIA
- No radar separation due to NTZ being established & monitored.
- separation 3nm / 1000’ until both a/c intercept LOC and higher a/c intercepts G/S.
Tailwind landings - technique?
- IAS or thrust, no change
- Groundspeed higher so increased rate of descent
- Early flare, but do not reduce thrust too early
Hong Kong - Approach Ban?
JAPAN = FAF (primarily) / OM / 1000’
- PAR approach = 1000’
- Some VOR approaches (eg NGO VOR 18/36 + all CTS VOR approaches) = 1000’ AFE.
- No AJX airports use OM
NON-JAPAN = Nominated by the AIP of that country.
If there is no approach ban nominated by the state, then the approach ban point shall be the point where the aircraft descends below 1000’ AFE
USA is the only country that AJX operates to where a nominated approach ban point has been specified.
So if Japan is FAF and there are no OM countries, then other than USA, all approach ban points outside of Japan are 1000’ AFE.
(Crosswind limitations are not related to approach ban requirements)
OM page 5-S-5
GPWS Modes (7 to heaven)
Romans Take All Catholics Glad and Sad
1. RoD
2. Terrain closure rate
3. Altitude loss after take-off
4. Configuration
5. Glideslope
6. Automatic callouts
7. Shear (windshear)
