Take-Off / Climb and Approach and Landing
Take-Off / Climb
Commencement of Take-Off Roll
The take-off should be commenced at the beginning of the runway. Intersection take-offs are permitted, provided due consideration is given to take-off performance limitations and local noise abatement requirements. In the interest of expediting traffic, the Commander may decide to perform rolling take-off.
PM Duties during Climb (and Descent)
PM shall minimize tasks not directly related to the operation of the aeroplane during climb and descent. Full completion of OFP entries and other ancillary tasks should be delayed until after top-of-climb. During climb and descent, the PNF must closely monitor ATC frequency and compliance with ATC clearances, ensure clearance from terrain and traffic, and monitor the safe and correct operation of the aeroplane, the engines and all applicable systems.
Minimum Height for Turns
Minor heading changes (up to 10 degrees bank) are not considered to be a turn. During normal operations no turns shall be commenced after take-off below 400 feet AGL unless specifically required by the SID, obstacles or noise abatement procedures. In the event of no published procedures, the following minimum heights shall be applied:
• No turns below 400 feet AGL in daylight VMC conditions.
• No turns below acceleration altitude at night or IMC conditions.
No turns shall be commenced below 400 feet AGL also during approach or go-around unless specifically required by the STAR/Approach, obstacles or noise abatement procedures. In case of Engine failure, EOSID (if applicable) may require a turn below the above values. In such a case, EOSID shall be followed.
Maximum Bank Angles
The maximum bank angle for normal operations shall not exceed 30°. Before conducting procedures at certain aerodromes, which might require higher bank angles, the Authority’s approval shall be obtained.
Company Speed Restrictions
For normal operations an aircraft speed shall not exceed 250 KIAS below 10.000 ft (FL100) AGL. Exceptionally, at the request of ATC, a higher speed may be maintained below 10.000 ft (FL100) under Commander’s approval until reaching 5000 ft AAL. Below 5000 ft AAL speed must be reduced to 250 KIAS, or less.
Rate of Climb/Descent within Last 1000 ft before Cleared Level
Ii is recommended that the rate of climb / descent should not exceed 1500 ft/min within the last 2000 ft before reaching the assigned level, in order to reduce the risk of TCAS Resolution Advisories (RAs). Special country rules and regulations have to be respected.
Nevertheless, rates of climb or descent given by ATC for the purpose of maintaining separation of aircraft shall be strictly complied with.
Collision Avoidance Policy
When in VMC particular attention shall be devoted to the following:
•Look-out is urgently required for collision avoidance in spite of improved aeroplane operation technologies and more sophisticated ground devices. Thus, whenever weather conditions allow, it is the duty of the crew to keep a sharp look-out;
• Whenever possible, flight crews shall attempt to minimise head down work such as writing or chart reading, FMS programming, when and where look-out is required;
• Early and intensive use of the autopilot is recommended in order to facilitate lookout;
• Irrespective of the type of clearance received from ATC, it is still the responsibility of the Commander to avoid collision with other aeroplane. Thus, during VMC, a lookout for conflicting traffic is an absolute necessity;
• Traffic information given by ATC is of great value and it must always be requested. It must, however, always be kept in mind that ATC information includes known traffic only and may therefore be incomplete;
• If unidentified traffic is reported which cannot be seen in due time and a collision risk is suspected, request immediate avoiding measures.
Progress Check
Progress check includes:
• Time Check: Comparison of actual times at specific waypoints against estimated times;
• Fuel Burn Check: Comparison of actual fuel burn off at specific waypoints against planned fuel burn off;
• Fuel Leak Check: Current fuel on board plus current fuel burn off shall be equal to amount of fuel before engine start. Presence of any significant difference to that rule shall prompt flight crew to immediately start inquiring reason for it.
Progress check shall be performed at least once every 30 minutes after block-off time by the PNF and shall be recorded on OFP. On short flights at least one progress check at top of climb shall be performed and recorded. After top of descent progress checks are no longer required unless significant ATC delay action (holding) is encountered. Each progress check should be communicated to the PF using standard progress report.
Examples of a standard progress report:
• »AT WPT LAVAN 2 MINUTES AHEAD, BURN-OFF ACCORDING TO PLAN, EXTRA FUEL 700 KG«;
• »AT WPT LEKOB ON TIME, BURN-OFF 200 KG MORE, EXTRA FUEL NIL«.
Descent
Efficiency and economy in flight operations very much depend on a well-planned and conducted descent. The descent shall be performed as efficiently and smoothly as possible taking into account flight safety, local conditions, ATS procedures, and meteorological factors (turbulence, icing). In order to obtain descent clearance in time, adequate advance notice should be given to ATC.
Maximum Permissible Rate of Descent
During normal operations, the rate of descent shall never exceed the following values:
Adherence to published approach profiles may in exceptional cases, (such as steep published glide slope), require a higher rate of descent than 1000 fpm below 1000 ft AGL. Such information should be included in the approach briefing.
Approach and Landing
Every approach shall be planned and conducted in accordance with the procedures prescribed in OM Part B and observing the limitations in respect of rate of descent and bank angle. This phase of flight specifically requires most accurate flying technique and highest attention of all flight crew members. Planning for an approach shall be done well in advance in order that pilots are well prepared for the expected approach procedures and that the approach chart is only required for quick references. It is, however, compulsory for PF to have the approach chart readily available for display during every approach.
Direct straight-in approaches are authorized and encouraged at Commander’s discretion to shorten the approach procedure, if conditions are suitable and subject to ATC clearance.
Commencement of Take-Off Roll
The take-off should be commenced at the beginning of the runway. Intersection take-offs are permitted, provided due consideration is given to take-off performance limitations and local noise abatement requirements. In the interest of expediting traffic, the Commander may decide to perform rolling take-off.
PM Duties during Climb (and Descent)
PM shall minimize tasks not directly related to the operation of the aeroplane during climb and descent. Full completion of OFP entries and other ancillary tasks should be delayed until after top-of-climb. During climb and descent, the PNF must closely monitor ATC frequency and compliance with ATC clearances, ensure clearance from terrain and traffic, and monitor the safe and correct operation of the aeroplane, the engines and all applicable systems.
Minimum Height for Turns
Minor heading changes (up to 10 degrees bank) are not considered to be a turn. During normal operations no turns shall be commenced after take-off below 400 feet AGL unless specifically required by the SID, obstacles or noise abatement procedures. In the event of no published procedures, the following minimum heights shall be applied:
• No turns below 400 feet AGL in daylight VMC conditions.
• No turns below acceleration altitude at night or IMC conditions.
No turns shall be commenced below 400 feet AGL also during approach or go-around unless specifically required by the STAR/Approach, obstacles or noise abatement procedures. In case of Engine failure, EOSID (if applicable) may require a turn below the above values. In such a case, EOSID shall be followed.
Maximum Bank Angles
The maximum bank angle for normal operations shall not exceed 30°. Before conducting procedures at certain aerodromes, which might require higher bank angles, the Authority’s approval shall be obtained.
Company Speed Restrictions
For normal operations an aircraft speed shall not exceed 250 KIAS below 10.000 ft (FL100) AGL. Exceptionally, at the request of ATC, a higher speed may be maintained below 10.000 ft (FL100) under Commander’s approval until reaching 5000 ft AAL. Below 5000 ft AAL speed must be reduced to 250 KIAS, or less.
Rate of Climb/Descent within Last 1000 ft before Cleared Level
Ii is recommended that the rate of climb / descent should not exceed 1500 ft/min within the last 2000 ft before reaching the assigned level, in order to reduce the risk of TCAS Resolution Advisories (RAs). Special country rules and regulations have to be respected.
Nevertheless, rates of climb or descent given by ATC for the purpose of maintaining separation of aircraft shall be strictly complied with.
Collision Avoidance Policy
When in VMC particular attention shall be devoted to the following:
•Look-out is urgently required for collision avoidance in spite of improved aeroplane operation technologies and more sophisticated ground devices. Thus, whenever weather conditions allow, it is the duty of the crew to keep a sharp look-out;
• Whenever possible, flight crews shall attempt to minimise head down work such as writing or chart reading, FMS programming, when and where look-out is required;
• Early and intensive use of the autopilot is recommended in order to facilitate lookout;
• Irrespective of the type of clearance received from ATC, it is still the responsibility of the Commander to avoid collision with other aeroplane. Thus, during VMC, a lookout for conflicting traffic is an absolute necessity;
• Traffic information given by ATC is of great value and it must always be requested. It must, however, always be kept in mind that ATC information includes known traffic only and may therefore be incomplete;
• If unidentified traffic is reported which cannot be seen in due time and a collision risk is suspected, request immediate avoiding measures.
Progress Check
Progress check includes:
• Time Check: Comparison of actual times at specific waypoints against estimated times;
• Fuel Burn Check: Comparison of actual fuel burn off at specific waypoints against planned fuel burn off;
• Fuel Leak Check: Current fuel on board plus current fuel burn off shall be equal to amount of fuel before engine start. Presence of any significant difference to that rule shall prompt flight crew to immediately start inquiring reason for it.
Progress check shall be performed at least once every 30 minutes after block-off time by the PNF and shall be recorded on OFP. On short flights at least one progress check at top of climb shall be performed and recorded. After top of descent progress checks are no longer required unless significant ATC delay action (holding) is encountered. Each progress check should be communicated to the PF using standard progress report.
Examples of a standard progress report:
• »AT WPT LAVAN 2 MINUTES AHEAD, BURN-OFF ACCORDING TO PLAN, EXTRA FUEL 700 KG«;
• »AT WPT LEKOB ON TIME, BURN-OFF 200 KG MORE, EXTRA FUEL NIL«.
Descent
Efficiency and economy in flight operations very much depend on a well-planned and conducted descent. The descent shall be performed as efficiently and smoothly as possible taking into account flight safety, local conditions, ATS procedures, and meteorological factors (turbulence, icing). In order to obtain descent clearance in time, adequate advance notice should be given to ATC.
Maximum Permissible Rate of Descent
During normal operations, the rate of descent shall never exceed the following values:
Adherence to published approach profiles may in exceptional cases, (such as steep published glide slope), require a higher rate of descent than 1000 fpm below 1000 ft AGL. Such information should be included in the approach briefing.
Approach and Landing
Every approach shall be planned and conducted in accordance with the procedures prescribed in OM Part B and observing the limitations in respect of rate of descent and bank angle. This phase of flight specifically requires most accurate flying technique and highest attention of all flight crew members. Planning for an approach shall be done well in advance in order that pilots are well prepared for the expected approach procedures and that the approach chart is only required for quick references. It is, however, compulsory for PF to have the approach chart readily available for display during every approach.
Direct straight-in approaches are authorized and encouraged at Commander’s discretion to shorten the approach procedure, if conditions are suitable and subject to ATC clearance.
Take-Off / Climb and Approach and Landing
Reviewed by Aviation Lesson
on
8:30 AM
Rating:
Reviewed by Aviation Lesson
on
8:30 AM
Rating:
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