Use of PAPI (VASIS, T- VASIS), Parking, and Missed Approach
Use of PAPI (VASIS, T- VASIS)
On runways equipped with PAPI (VASIS, T-VASIS) or the visual glide slope shall be adhered to as closely as possible. Due to glide slope tolerances, however, PAPI (VASIS, T-VASIS) indications shall not be used below 200 ft AAL. The use of non-standard visual glide slope indicator systems is not permitted.
Touchdown
To accomplish a safe landing the height of the aeroplane over the landing threshold should be approximately 50 ft. This height may vary according to information provided on the approach chart (TCH). Final approach shall be adjusted so as to achieve touchdown in the Touch Down Zone (TDZ) area, paying due regard to obstructions in the final approach area, runway length, runway conditions etc. If the touchdown cannot be accomplished within the TDZ a missed approach shall be initiated. For the purposes of this section, the TDZ is defined as the area extending from the landing threshold to 900 m from the landing threshold, or the first one third of the landing runway (whichever is less). The desired touchdown point lies at a distance between 300 m to 600 m from the landing threshold. Corresponding runway markings, position of VASIS/PAPI bars and/or lighted touchdown wing bars are of great assistance in determining the correct aiming point.
Spool up of engines, aeroplane speed and pitch attitude must be considered carefully. It is of utmost importance to aim for the aeroplane to be tracking the runway heading prior to touchdown. Consequently every effort must be made to land on and along the runway centreline. This will provide the best margin to recover from lateral control difficulties occurring after touchdown.
Use of Reverse Thrust
After landing pilots shall always initially select maximum reverse thrust (if at least one reverse is operative - refer to FCOM). If runway condition, runway length, noise abatement restrictions, weather, outside air temperature, expected brake temperature and turnaround time permit, reverse thrust may be immediately reduced to idle.
The amount of reverse thrust to be used shall be included in the approach briefing.
Parking
After having arrived at the ramp, parking brake shall not be released unless:
Note: Parking brake shall be selected ON when refueling.
When the aeroplane is parked and no crew member is listening out on interphone by means of a headset, the cockpit speakers and interphone should be ON in order to enable ground personnel to attract crew’s attention in case of urgent messages. At stations where a handling frequency is available it may be useful to maintain a listening watch on ground, provided other cockpit duties are not hampered.
Missed Approach
A missed approach is a normal procedure which should be applied without hesitation if required.
If an approach is discontinued for any reason after passing FAP/FAF, the standard goaround procedure shall be applied as specified in OM Part B.
A climb to the published missed approach altitude may be made at any time during the approach. Adequate protection from obstacles is assured if the missed approach procedure is initiated not lower than the DH/DA/MDA and not later than at the missed approach point (MAPt) where one is specified.
Non-precision approach: In the event a missed approach is initiated prior to arriving at the MAPt the pilot should, while climbing, proceed to the MAPt and then follow the missed approach procedure in order to remain within the protected airspace.
Precision approach: In the event that missed approach is initiated prior to reaching DA/DH, the aeroplane shall proceed to the threshold of the runway of intended landing, before following the missed approach procedure.
Circle-to-land: If the decision to carry out a missed approach is taken when the aeroplane is positioned on the approach axis (track) defined by radio navigation aids, the published missed approach procedure shall be followed. If visual reference is lost while circling to land, it is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aeroplane in a climb on the missed approach track. Any other missed approach tracking following circle-to-land manoeuvre shall be prearranged with ATC.
Visual Approach: Different tracking options are possible during missed approach following visual approach, depending on the aeroplane position at the time the missed approach is initiated, therefore missed approach track shall always be clarified with ATC as early as possible during visual approach.
Recommended minimum acceleration altitude during a missed approach procedure is final missed approach altitude. When the missed approach altitude is relatively high, or during other unfavourable conditions (e.g. engine out) acceleration may be initiated at an earlier stage taking the obstacles in the missed approach path into consideration.
If a missed approach has been executed for meteorological reasons another approach shall only be commenced if the Commander has reasons to believe that a second approach will lead to a successful landing.
No more than two approaches shall be made unless there is a significant improvement in the weather conditions, giving a very high probability of a successful landing.
Although a missed approach is considered to be a normal manoeuvre, reporting (via ASR) is essential to enhance flight safety. The Flight Safety system uses these statistics to identify common threats and suggest changes in procedures, both internally and externally. Reasons for missed approach should be described, providing as much detail as possible to help the above stated objective.
Reasons for Missed Approach
Missed approach shall be initiated if:
On runways equipped with PAPI (VASIS, T-VASIS) or the visual glide slope shall be adhered to as closely as possible. Due to glide slope tolerances, however, PAPI (VASIS, T-VASIS) indications shall not be used below 200 ft AAL. The use of non-standard visual glide slope indicator systems is not permitted.
Touchdown
To accomplish a safe landing the height of the aeroplane over the landing threshold should be approximately 50 ft. This height may vary according to information provided on the approach chart (TCH). Final approach shall be adjusted so as to achieve touchdown in the Touch Down Zone (TDZ) area, paying due regard to obstructions in the final approach area, runway length, runway conditions etc. If the touchdown cannot be accomplished within the TDZ a missed approach shall be initiated. For the purposes of this section, the TDZ is defined as the area extending from the landing threshold to 900 m from the landing threshold, or the first one third of the landing runway (whichever is less). The desired touchdown point lies at a distance between 300 m to 600 m from the landing threshold. Corresponding runway markings, position of VASIS/PAPI bars and/or lighted touchdown wing bars are of great assistance in determining the correct aiming point.
Spool up of engines, aeroplane speed and pitch attitude must be considered carefully. It is of utmost importance to aim for the aeroplane to be tracking the runway heading prior to touchdown. Consequently every effort must be made to land on and along the runway centreline. This will provide the best margin to recover from lateral control difficulties occurring after touchdown.
Use of Reverse Thrust
After landing pilots shall always initially select maximum reverse thrust (if at least one reverse is operative - refer to FCOM). If runway condition, runway length, noise abatement restrictions, weather, outside air temperature, expected brake temperature and turnaround time permit, reverse thrust may be immediately reduced to idle.
The amount of reverse thrust to be used shall be included in the approach briefing.
Parking
After having arrived at the ramp, parking brake shall not be released unless:
- All engines have been shut down;
- It is confirmed that chocks are in position, by verbal communication or other visual means;
- The apron is not wet, slippery, or on a slope.
Note: Parking brake shall be selected ON when refueling.
When the aeroplane is parked and no crew member is listening out on interphone by means of a headset, the cockpit speakers and interphone should be ON in order to enable ground personnel to attract crew’s attention in case of urgent messages. At stations where a handling frequency is available it may be useful to maintain a listening watch on ground, provided other cockpit duties are not hampered.
Missed Approach
A missed approach is a normal procedure which should be applied without hesitation if required.
If an approach is discontinued for any reason after passing FAP/FAF, the standard goaround procedure shall be applied as specified in OM Part B.
A climb to the published missed approach altitude may be made at any time during the approach. Adequate protection from obstacles is assured if the missed approach procedure is initiated not lower than the DH/DA/MDA and not later than at the missed approach point (MAPt) where one is specified.
Non-precision approach: In the event a missed approach is initiated prior to arriving at the MAPt the pilot should, while climbing, proceed to the MAPt and then follow the missed approach procedure in order to remain within the protected airspace.
Precision approach: In the event that missed approach is initiated prior to reaching DA/DH, the aeroplane shall proceed to the threshold of the runway of intended landing, before following the missed approach procedure.
Circle-to-land: If the decision to carry out a missed approach is taken when the aeroplane is positioned on the approach axis (track) defined by radio navigation aids, the published missed approach procedure shall be followed. If visual reference is lost while circling to land, it is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aeroplane in a climb on the missed approach track. Any other missed approach tracking following circle-to-land manoeuvre shall be prearranged with ATC.
Visual Approach: Different tracking options are possible during missed approach following visual approach, depending on the aeroplane position at the time the missed approach is initiated, therefore missed approach track shall always be clarified with ATC as early as possible during visual approach.
Recommended minimum acceleration altitude during a missed approach procedure is final missed approach altitude. When the missed approach altitude is relatively high, or during other unfavourable conditions (e.g. engine out) acceleration may be initiated at an earlier stage taking the obstacles in the missed approach path into consideration.
If a missed approach has been executed for meteorological reasons another approach shall only be commenced if the Commander has reasons to believe that a second approach will lead to a successful landing.
No more than two approaches shall be made unless there is a significant improvement in the weather conditions, giving a very high probability of a successful landing.
Although a missed approach is considered to be a normal manoeuvre, reporting (via ASR) is essential to enhance flight safety. The Flight Safety system uses these statistics to identify common threats and suggest changes in procedures, both internally and externally. Reasons for missed approach should be described, providing as much detail as possible to help the above stated objective.
Reasons for Missed Approach
Missed approach shall be initiated if:
- The required visual references have not been established upon reaching the DH/DA/MDA;
- At any time after descent below the DH/DA/MDA, the PF cannot maintain the required visual references;
- Instructed by the appropriate ATC unit;
- The specified approach aid used is suspected to be malfunctioning;
- An Approach Ban criteria cannot be met;
- The Commander calls out »GO-AROUND« as long as the aeroplane is higher than 1.000 ft AAL;
- Any active flight crew member calls out »GO-AROUND« when the aeroplane is lower than 1.000 ft AAL.
Use of PAPI (VASIS, T- VASIS), Parking, and Missed Approach
Reviewed by Aviation Lesson
on
8:00 AM
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Reviewed by Aviation Lesson
on
8:00 AM
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