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Flashcards in Wx and Dispatch Deck (31)
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1

Destination pre flight

ETA ALM for the runway in use.

2

Destination inflight

At ETA landing minima.
To proceed required weather at detonation above landing minima or destination alternate above planning minima.

3

Preflight:
Destination alternate.
ERA 3%.
Takeoff alternate

ETA +- 1hr
Planing minima
Cat II or III — cat I
Cat I — non precision
Non precision — +200ft + 1000m
Circling — circling
Wind limitation apply (gust do not apply)

4

Inflight:
Destination alternate.
ERA 3%.
Takeoff alternate

At ETA
Planing minima
Cat II or III — cat I
Cat I — non precision
Non precision — +200ft + 1000m
Circling — circling
Wind limitation apply (gust do not apply)
To proceed required weather at detonation above landing minima or destination alternate above planning minima.

5

Preflight
EDTO

+/- 1 hr. before earliest ETA to 1 hr. After the latest ETA
CAT I or II or III - DA/DH + 200ft VIS/RVR +800 m
All other - DH/MDA + 400ft VIS/RVR + 1500 m

6

Inflight
EDTO

ALM

7

Destination alternate not required - preflight and in flight

Max 6hr
At ETA
2 separate runways
2000ft 5000m or 2500 for circling app.
Pre-flight - by company notam
In-flight all destinations airports

8

Destination below minima (closed destination) - preflight.

1+- hr
2 destination alternate above planning minima.

9

Destination below minima (closed destination) - inflight.

To proceed required weather at detonation above landing minima or destination alternate above planning minima.

10

Use of weather radar

Below 20,000ft Lateral separation of 10nm
Above 20,000ft Lateral separation of 20nm
At least 5000 above

11

NOSIG

no significant changes in reportable weather elements are expected during the 2 hours following the reported observation.

12

CAVOK

no significant weather, the visibility is 10 km or greater, and no clouds below 5,000 ft or MSA.

13

Cross wind: Landing
Dry
Braking action good (any precipitation)
Medium

Dry 40
Good 40
Medium to Good 35
Medium 25
Dry runway, side slip only is not recommended with crosswind above 20 knots - landing using flaps 30.

13

NSW

weather or obscuration listed in the previous group is no longer expected to occur.

15

Cross wind: Takeoff

Dry 34
Good 25
Medium to Good 22
Medium 20

16

Runway decoding
R99
///99//
R88//////

R99-Valid report is not available previous report will be repeated.

//99/// nonoperational due to runway clearance in progress.


R88/ all runways contaminated reports not available

17

Cold weather sources

OMA 8.3.10, De-Icing 8.2.5
FCOM supplementary 3&16

18

Ice, what is aloud

Lower wing:
no ice or frost on leading edges or control surfaces
• Ambient air temperature is at or above +4°C, +39°F
• There is no precipitation or visible moisture
• Tank fuel temperature is at or above -16°C
Or if conditions are not met 3mm.
Upper wing:
• The CSFF on the wing tank upper surfaces is only within the
lines defining the permissible CSFF area with no ice or frost on
the leading edges or control surfaces
• Ambient air temperature is at or above +4°C
• There is no precipitation or visible moisture
• Tank fuel temperature is at or above -16°C,

19

Minimum fuel at destination

1. The final reserve fuel plus the required alternate fuel (to the alternate requiring the higher fuel, if 2 destination alternates are required); or
2. The final reserve fuel plus fuel for 15 minutes holding at 1,500 ft above the destination airport elevation in standard conditions if a destination alternate airport is not required; or
3. The fuel required to operate to an isolated airport (fuel for 2 hrs at cruise speed above the destination airport).

20

Diversion to Destination

1. An assured landing can be made in the immediate and prevailing operational conditions; and
2. An Expected Approach Time (EAT) has been allocated, or confirmation directly from ATC of the maximum likely delay

21

VMC

1. Flight visibility 8 km above 10,000 ft AMSL and 5 km below
10,000 ft AMSL;
2. Distance from cloud 1,500 m horizontally and 1,000 ft vertically;
3. Ceiling is not below 1,500 ft.

22

Contingency Fuel

The highest of:
1: 5 min holding 1500ft
2:
a- 5% of trip fuel & plan rate
b- 3% ERA - 25% with 20% radios, or 20%+50nm
c- 20 min & consumption rate used to plan the trip fuel.

23

New flight plane and flight release required

• A delay of more than 3 hrs;
• Aircraft (tail number);
• Type of dispatch – (between RCF, Normal or EDTO);
• EDTO diversion time and/or EDTO en-route alternate airport(s);
• Significant change in the flight plan route;
• Change in TOW of +3,000kg or -6,000kg for 787 aircraft;
• Change to High/Low airspeed dispatch;
• Change of Destination;
• In any other case if, in the opinion of the PIC or the FOO, a substantial change in the Flight Data has occurred.

24

Landing RVR

The touchdown zone RVR is always controlling. If reported, the mid point RVR is also controlling, and if the stop end RVR is reported and relevant it is also controlling. The minimum RVR value for the mid-point is 125 m. The minimum RVR value for the stop-end is 75 m.
NOTE: “Relevant” in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 kts.

25

A visual approach may be performed by:

• DayWhen the airport and surrounding terrain can be seen from a distance, or the airport becomes visible following an instrument approach procedure;•
NightWhen the airport becomes visible.
The runway environment shall be kept in sight while maneuvering visually.

26

Visual Traffic Pattern

• Ceiling: 1,500 ft;
• Visibility: 3 statute miles/5 km.

27

Circling approach

Circling approaches are to be carried out by the PIC.
The EL AL Circling minima are:
• MDA: 1,000 ft;
• Visibility: 5 km

28

CAT II Approaches

Decision height not lower then 100ft.
A runway visual range not less than 300 m.

CAT II approaches and landing should be performed with the autopilot engaged (manual landing is allowed when a system malfunction predicates a manual landing).
NOTE: For CAT D aircraft an RVR of below 350 requires autoland.

29

Category IIIA Approaches

Category IIIA (CAT III/A) operation is a precision instrument approach and landing with:
1. A decision height lower than 100 ft but not lower than 50 ft; and
2. A runway visual range not less than 200 m.
CAT IIIA operation is automatic to touchdown using automatic landing.

30

BR
FG

1000-5000m
<1000m