The document discusses various topics related to low visibility operations including:
1. Operating minima for different approach categories including decision heights for CAT I, II, and III approaches.
2. The microwave landing system which is capable of precision 3D navigation guidance and is intended to replace the ILS.
3. Important facilities at airports like approach lighting systems, runway markings and lights which provide visual cues for pilots during low visibility operations.
4. Factors that can affect visibility like fog which varies in density, depth and consistency depending on conditions. Shallow fog in particular can cause rapid deterioration of visibility.
This is a introductory presentation for airfield lighting that created by Milten Jose Airfield Engineer, AMAINDIA PVT. LTD. for Mumbai international airport limited.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
A brief explanation about the importance of runway lighting and different types of runway lighting such as Approach Lighting, PAPi, APAPI, VASI, Runway edge, centre, end lighting
Join the editors of iPad Pilot News to learn a good mix of beginner and advanced tips, this fast-moving seminar covers a lot of ground. From legal considerations and iPad battery best practices to hidden features in apps (and some cool apps you may not know) there’s something for everyone here.
Originally presented at the 2016 EAA AirVenture Oshkosh.
This is a introductory presentation for airfield lighting that created by Milten Jose Airfield Engineer, AMAINDIA PVT. LTD. for Mumbai international airport limited.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
A brief explanation about the importance of runway lighting and different types of runway lighting such as Approach Lighting, PAPi, APAPI, VASI, Runway edge, centre, end lighting
Join the editors of iPad Pilot News to learn a good mix of beginner and advanced tips, this fast-moving seminar covers a lot of ground. From legal considerations and iPad battery best practices to hidden features in apps (and some cool apps you may not know) there’s something for everyone here.
Originally presented at the 2016 EAA AirVenture Oshkosh.
Air disasters as organisational errors: the case of Linate by M. CatinoALIAS Network
If you are interested in the topic please register to the ALIAS network:
http://network.aliasnetwork.eu/
to download other materials and get information about the ALIAS project (www.aliasnetwork.eu).
Servicio de Control de Tránsito Aéreo (ATC) - Servicios de Tránsito Aéreo (ATS)Lic. Christian Buchanan
Servicio de Control de Tránsito Aéreo: Funcionamiento. Responsabilidades. Responsabilidad de las Dependencias de Control de Tránsito Aéreo. Contenido de las Autorizaciones. Aeronaves que Salen. Aeronaves en Ruta.
Las Funciones & Características de Un AppGeo LabApps
Aplicaciones y Sitios Web Móvil para las PYMES Geo LabApps™ Fue motivado con las PYMES en mente. Nuestra meta es ayudar a las empresas crecer a través del marketing móvil. Una Estrategia Móvil Hecho Una Realidad - Con la tecnología de Geo LabApps™ crear una estrategia de mercadeo móvil para su empresa es mucho más fácil y económico de lo que usted se puede imaginar. Brindarle Presencia a Su Empresa - El hecho de que usted puede tener una presencia en el bolsillo de una persona en todo momento es algo muy poderoso. Aumente la Lealtad de Sus Clientes con Un App - Las aplicaciones móviles son únicas porque el consumidor opta por descargar y llenar sus datos como miembro. Una aplicación móvil como parte del arsenal de mercadeo seria su arma más poderosa - No es una táctica de marketing intermitente, es más bien una plataforma que permite al propietario de un negocio cultivar las relaciones existentes y convertir clientes regulares en defensores de la marca, los cuales refieren a otros. Esta presentación le ayudara a: A) Conocer la gran variedad de Funciones y las Características de nuestros Apps. B) Comprender el poder de un App. C) Que funciones aplicar para maximizar una estrategia móvil.
Aca se muestra el contenido de el vuelo por instrumentos 1, si deseas adquirirlo visita: http://elvueloporinstrumentos.blogspot.com/2015/05/comprar-manual.html
JARUS WG 4/6 Meeting: T Martin, Z Huang, A McFadyen, “Airspace Risk Managemen...Terrence Martin (PhD)
Presentation given at JARUS WG 4/6 Meeting in San Diego. Summarises work presented at DASC London. Authors were T Martin, Zi Huang and Aaron McFadyen.
The overall construct provides Industry and ANSPs with a mathematically tractable algorithm linking Detection Errors, Cost of those errors, and prior probabilities for Encounters
The presentation first illustrates the relationship between Detection Errors (Miss Rate/False Alarms), and their costs, and links it back to expectations emerging in the JARUS SORA.
Presentation also links these errors and costs to the "prior probability" of encountering an intruder ( and hence incurring errors) is predicated on the airspace characteristics. Iinitial efforts to cross reference SORA Airspace Encounter Classes with actual encounter rates established with ANSP surveillance data suggest there are some disconnect.
To help ensure safe flights, air traffic controllers enforce a minim.pdfarihantpuneteleshope
To help ensure safe flights, air traffic controllers enforce a minimum time interval between
takeoffs. Explain why this time interval between takeoffs can be shortened if the wind has a
cross-runway component ( as opposed to blowing directly down the runway)?
Solution
Answer :
Use different types of air traffic pattern.
Procedures in the pattern[edit]
Aircraft are expected to join and leave the pattern, following the pattern already in use.
Sometimes this will be at the discretion of the pilot, while at other times the pilot will be directed
by air traffic control.
There are conventions for joining the pattern, used in different jurisdictions.
Similarly, there are conventions for departing the pattern.
There is also a procedure known as an \"orbit\", where an aircraft flies a 360° loop either
clockwise or anticlockwise. This is usually to allow greater separation with other traffic ahead in
the pattern. This can be the result of a controller\'s instruction. If at the pilot\'s initiative, the pilot
will report e.g. \"(tail number or flight number) making one left-hand orbit, will advise
complete\".
To practice take off and landing, a pilot would often fly many patterns, one after another, from
the same runway. Upon each landing, depending on the runway distance remaining, aircraft and
pilot capabilities, noise abatement procedures in effect, and air traffic control clearance, the pilot
will perform either a full stop landing (taxi to the runway beginning for subsequent take-off), a
touch-and-go (stabilize in the landing roll, reconfigure the aircraft for take-off, and take-off
without ever stopping the aircraft), or a stop-and-go (decelerate to a stop, then take-off from the
remaining runway). In the U.S., when operating in a controlled airport a pilot can be cleared for
the option, allowing any of the landing options above, or a rejected landing, at pilot\'s discretion.
Time interval importance in radar system.
Radar coverage
Since centers control a large airspace area, they will typically use long range radar that has the
capability, at higher altitudes, to see aircraft within 200 nautical miles (370 km) of the radar
antenna. They may also use TRACON radar data to control when it provides a better \"picture\"
of the traffic or when it can fill in a portion of the area not covered by the long range radar.
In the U.S. system, at higher altitudes, over 90% of the U.S. airspace is covered by radar and
often by multiple radar systems; however, coverage may be inconsistent at lower altitudes used
by unpressurized aircraft due to high terrain or distance from radar facilities. A center may
require numerous radar systems to cover the airspace assigned to them, and may also rely on
pilot position reports from aircraft flying below the floor of radar coverage. This results in a
large amount of data being available to the controller. To address this, automation systems have
been designed that consolidate the radar data for the controller. This consolid.
GraphRAG is All You need? LLM & Knowledge GraphGuy Korland
Guy Korland, CEO and Co-founder of FalkorDB, will review two articles on the integration of language models with knowledge graphs.
1. Unifying Large Language Models and Knowledge Graphs: A Roadmap.
https://arxiv.org/abs/2306.08302
2. Microsoft Research's GraphRAG paper and a review paper on various uses of knowledge graphs:
https://www.microsoft.com/en-us/research/blog/graphrag-unlocking-llm-discovery-on-narrative-private-data/
Connector Corner: Automate dynamic content and events by pushing a buttonDianaGray10
Here is something new! In our next Connector Corner webinar, we will demonstrate how you can use a single workflow to:
Create a campaign using Mailchimp with merge tags/fields
Send an interactive Slack channel message (using buttons)
Have the message received by managers and peers along with a test email for review
But there’s more:
In a second workflow supporting the same use case, you’ll see:
Your campaign sent to target colleagues for approval
If the “Approve” button is clicked, a Jira/Zendesk ticket is created for the marketing design team
But—if the “Reject” button is pushed, colleagues will be alerted via Slack message
Join us to learn more about this new, human-in-the-loop capability, brought to you by Integration Service connectors.
And...
Speakers:
Akshay Agnihotri, Product Manager
Charlie Greenberg, Host
Slack (or Teams) Automation for Bonterra Impact Management (fka Social Soluti...Jeffrey Haguewood
Sidekick Solutions uses Bonterra Impact Management (fka Social Solutions Apricot) and automation solutions to integrate data for business workflows.
We believe integration and automation are essential to user experience and the promise of efficient work through technology. Automation is the critical ingredient to realizing that full vision. We develop integration products and services for Bonterra Case Management software to support the deployment of automations for a variety of use cases.
This video focuses on the notifications, alerts, and approval requests using Slack for Bonterra Impact Management. The solutions covered in this webinar can also be deployed for Microsoft Teams.
Interested in deploying notification automations for Bonterra Impact Management? Contact us at sales@sidekicksolutionsllc.com to discuss next steps.
Software Delivery At the Speed of AI: Inflectra Invests In AI-Powered QualityInflectra
In this insightful webinar, Inflectra explores how artificial intelligence (AI) is transforming software development and testing. Discover how AI-powered tools are revolutionizing every stage of the software development lifecycle (SDLC), from design and prototyping to testing, deployment, and monitoring.
Learn about:
• The Future of Testing: How AI is shifting testing towards verification, analysis, and higher-level skills, while reducing repetitive tasks.
• Test Automation: How AI-powered test case generation, optimization, and self-healing tests are making testing more efficient and effective.
• Visual Testing: Explore the emerging capabilities of AI in visual testing and how it's set to revolutionize UI verification.
• Inflectra's AI Solutions: See demonstrations of Inflectra's cutting-edge AI tools like the ChatGPT plugin and Azure Open AI platform, designed to streamline your testing process.
Whether you're a developer, tester, or QA professional, this webinar will give you valuable insights into how AI is shaping the future of software delivery.
Epistemic Interaction - tuning interfaces to provide information for AI supportAlan Dix
Paper presented at SYNERGY workshop at AVI 2024, Genoa, Italy. 3rd June 2024
https://alandix.com/academic/papers/synergy2024-epistemic/
As machine learning integrates deeper into human-computer interactions, the concept of epistemic interaction emerges, aiming to refine these interactions to enhance system adaptability. This approach encourages minor, intentional adjustments in user behaviour to enrich the data available for system learning. This paper introduces epistemic interaction within the context of human-system communication, illustrating how deliberate interaction design can improve system understanding and adaptation. Through concrete examples, we demonstrate the potential of epistemic interaction to significantly advance human-computer interaction by leveraging intuitive human communication strategies to inform system design and functionality, offering a novel pathway for enriching user-system engagements.
DevOps and Testing slides at DASA ConnectKari Kakkonen
My and Rik Marselis slides at 30.5.2024 DASA Connect conference. We discuss about what is testing, then what is agile testing and finally what is Testing in DevOps. Finally we had lovely workshop with the participants trying to find out different ways to think about quality and testing in different parts of the DevOps infinity loop.
Search and Society: Reimagining Information Access for Radical FuturesBhaskar Mitra
The field of Information retrieval (IR) is currently undergoing a transformative shift, at least partly due to the emerging applications of generative AI to information access. In this talk, we will deliberate on the sociotechnical implications of generative AI for information access. We will argue that there is both a critical necessity and an exciting opportunity for the IR community to re-center our research agendas on societal needs while dismantling the artificial separation between the work on fairness, accountability, transparency, and ethics in IR and the rest of IR research. Instead of adopting a reactionary strategy of trying to mitigate potential social harms from emerging technologies, the community should aim to proactively set the research agenda for the kinds of systems we should build inspired by diverse explicitly stated sociotechnical imaginaries. The sociotechnical imaginaries that underpin the design and development of information access technologies needs to be explicitly articulated, and we need to develop theories of change in context of these diverse perspectives. Our guiding future imaginaries must be informed by other academic fields, such as democratic theory and critical theory, and should be co-developed with social science scholars, legal scholars, civil rights and social justice activists, and artists, among others.
Transcript: Selling digital books in 2024: Insights from industry leaders - T...BookNet Canada
The publishing industry has been selling digital audiobooks and ebooks for over a decade and has found its groove. What’s changed? What has stayed the same? Where do we go from here? Join a group of leading sales peers from across the industry for a conversation about the lessons learned since the popularization of digital books, best practices, digital book supply chain management, and more.
Link to video recording: https://bnctechforum.ca/sessions/selling-digital-books-in-2024-insights-from-industry-leaders/
Presented by BookNet Canada on May 28, 2024, with support from the Department of Canadian Heritage.
Dev Dives: Train smarter, not harder – active learning and UiPath LLMs for do...UiPathCommunity
💥 Speed, accuracy, and scaling – discover the superpowers of GenAI in action with UiPath Document Understanding and Communications Mining™:
See how to accelerate model training and optimize model performance with active learning
Learn about the latest enhancements to out-of-the-box document processing – with little to no training required
Get an exclusive demo of the new family of UiPath LLMs – GenAI models specialized for processing different types of documents and messages
This is a hands-on session specifically designed for automation developers and AI enthusiasts seeking to enhance their knowledge in leveraging the latest intelligent document processing capabilities offered by UiPath.
Speakers:
👨🏫 Andras Palfi, Senior Product Manager, UiPath
👩🏫 Lenka Dulovicova, Product Program Manager, UiPath
Smart TV Buyer Insights Survey 2024 by 91mobiles.pdf91mobiles
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Mission to Decommission: Importance of Decommissioning Products to Increase E...
Lvp pdf
1.
2. t=General Operating Minima Let’s look at the common operating minima accepted for low visibility operation. Be
aware that your applicable minima are found in your operations manual.
3.
4. t=Here you can see the obstacle assessment surfaces in the initial, final and missed approach sectors. Note how this
corridor gets narrower as you approach the runway. We can say that the closer you get, the more precise you have to
be. Therefore it is dangerous to deviate from the desired track as the minimum obstacle clearance reduces from the
centerline. To be safe, use the published speed, track and altitudes and you will maintain a safe obstacle clearance.
5.
6. t=Let’s summarize the minimum DH (decision height) for each approach category. The minimum DH for CAT I
operation is 200 ft.
For CAT II it is 100ft. CAT III minima depend upon the sophistication of the autopilot system. CAT III A has a DH
of below 100 ft. CAT III B below 50ft or no DH. CAT III C operation requests no DH or RVR. In practice some
kind of RVR minimum is required to facilitate taxi and help from ground vehicles if needed.
7.
8. t=The micro wave landing system, MLS, was designed to provide precision navigation guidance for alignment and
descent of aircraft on approach to a runway. In the future it will eventually replace the ILS as the standard landing
system. The MLS is capable of providing precision three dimensional navigation guidance with the possibility to
perform curved and segmented approaches, selectable glide path angles and to establish boundaries to ensure
clearance from obstruction in the terminal area. The approach azimuth coverage of the MLS is at least 40 degrees to
either side of the runway laterally and in elevation up to an angle of 15 degrees and at least 20 000 feet. The
minimum range of the approach azimuth is at least 20 nautical miles. The back azimuth coverage is also at least 40
degrees to either side of the runway laterally and in elevation up to an angle of 15 degrees, but the minimum range
coverage is only 7 nautical miles whereas the actual coverage is normally the same. Future goals are a coverage of
360 degrees laterally and 30 degrees in elevation.
9.
10. t=The micro wave landing system may be divided into five functions:
The approach azimuth, the back azimuth, the approach elevation, range information and data communication.
The azimuth and elevation stations transmit angle and data on one of 200 channels within the frequency range of
5031 to 5091 Mhz.
MLS identification is a four letter designation starting with the letter M and it is transmitted by the approch and back
azimuth transmitter in international morse code 6 times per minute.
The approach azimuth station is normally located about 1000 feet beyond the stop end of the runway and the
elevation station is normally located 400 feet from the side of the runway between the runway threshold and
touchdown zone.
The back azimuth transmitter is normally located about 1000 feet in front of the approch end of the runway.
The MLS precision distance measuring equipment works the same as the DME described in 062 01 04 00 and the
MLS DME channel is paired with the azimuth and elevation channel.
Range information is provided with an accuracy of about 100 feet.
11.
12. t=Other very important facilities at the airport are markings, signs and lights. As these are often the only visual cues
you will have during low visibility, it is vital to know them. They will help you to find your way and allow you to
check your position.
Let’s have a look at the approach Lighting System. The basic category I system may comprise a distance coded
centerline or a barrette center line system. The centerline leads to the runway centerline and the crossbars provide
roll guidance and distance information.
13.
14. t=However, in low visibility conditions you will only see lights that are near to, or on the runway. When you look at
the approach light systems for CAT II approaches you will see that the inner 300m are supplemented by red side
barrettes. These red barrettes give additional lateral and roll guidance and alert the pilot that he has not yet crossed
the threshold. Here you can see the last 300 m of the Cat. II approach lighting system
15.
16. t=As we know, obstructions like large trucks, cars, aircraft or other mobile objects can disturb and influence the
beams of any navigational transmitting installation on ground, such as the localizer and the glidepath beams. In order
to prevent these beams from being disturbed during low visibility operations certain areas have to be defined. There
are Critical areas and Sensitive areas. Their size depends upon antenna type and type of operation (CAT I / CAT II
or CAT III)
17.
18. t=Fog is the most typical problem and forms under certain conditions regarding temperature, humidity and wind.
Small changes in any of these parameters results in variations of extent, density and depth of the fog. Even in „stable
conditions” the consistency of the fog varies with the vertical distance from the ground. Its density normally
decreases with decreasing altitude but there may also be rapid horizontal variations. Changes in fog density are more
significant at higher decision heights than at lower ones. As a result, fog at CAT III DH tends to be more stable and
less dense than at Decision Heights of e.g. 200ft.
19.
20. t=The characteristics of fog change easily. We should look at another special form of fog, called shallow fog.
Shallow fog leads to a fundamentally different visual sequence. As the aircraft is still above the fog top, the limit is
given by a constant angle, thus increasing the SVR with height, or decreasing the SVR when following the glide
slope. When the aircraft enters the fog, the SVR drops to its minimum and starts increasing again until it reaches the
RVR value again when the aircraft is on ground. This unique effect sometimes allows you to see the whole runway
length over the OM (OUTER MARKER) or even further out. You might be expecting good visibility on ground, but
you should expect to fly into a wall of fog when entering the top of the shallow fog. Remember: Be aware of a rapid
deterioration of the visual segment and of the intensity of the approach and runway lights at very low heights.
Therefore whenever „shallow fog” and RVR are reported it is strongly recommended to apply Low Visibility
approach procedures, even if you can see the runway from far away.
21.
22. t=A permanent change of pitch can be influenced by the aircraft configuration,especially the flap setting. A higher
landing flap position increases your visual segment due to a lower pitch angle and a better downward view. A higher
landing flap setting may implement a second advantage, namely a lower approach speed. A lower approach speed
will give you more time for visual assessment. Please be aware that when flying manually, after changing from
autoflight to manual, you might tend to lower the nose to increase your visual segment. Therefore, rely on your
instruments and crosscheck them with your visual reference. However, the best method to avoid such situations is to
be prepared. So take into account the effect of the pitch on your visual segment.
23.
24. t=Now we will take a look at the causes of visual illusions, and we will try to find out how we can react to these
phenomena. Certain weather conditions enhance the possibility of disorientation. First of all, we have rain. When
flying in rain, a refraction error may occur. The reduced windshield transparency and the deflection of the light
beams due to water will cause objects to appear lower than they actually are in relation to the pilot. Therefore rain
removal equipment is vital. However, this equipment itself can create problems. The continued movement can have
a hypnotic effect, so be careful.
25. t=Ground lighting can cause another form of illusion. Bright lights draw the eye’s attention, so that they appear to be
nearer then dim lights.If for any reason, like fog patches, runway contamination or failure in the lighting system, the
lights on one side of the runway are brighter than on the other side, you tend to bank away from the brighter side
towards the weaker side. Visual illusions can also be experienced when your visual segment changes from the bright
approach lights to the weaker runway lights, especially at the end of the touchdown zone. This may give a false
impression about distance or create a feeling of changing visibility.
How do you think that such an effect influences your approach?
If the approach lights are brighter you may have difficulties in distinguishing the runway lights.
26.
27. t=Low visibility conditions are also often associated with icing. Remember that aircraft anti-icing systems may
require additional fuel.
On ground you are faced with the risk of airframe icing. You have to perform your takeoff within the hold over time.
Have a look in your operations manual to check the appropriate holdover time against the prevailing weather
conditions. What will you do if your anti-ice fluid hold over time has been exceeded and you are still waiting for
take-off clearance? You have no alternative. You must return for another anti-icing.
28.
29. t=Until now, we have assumed that no equipment failure occurs. How do malfunctions of the airborne or ground
equipment influence our approach procedure? If a serious malfunction occurs during approach you have to evaluate
whether the approach can be continued and a safe landing can be made or if a go-around has to be performed. You
are responsible for making the right decision. The corresponding procedures and effects of failed or downgraded
system can be found in the Operations Manual Parts A and B.
30.
31. t=As a rule of thumb we can say that before you reach the Outer Marker you may troubleshoot and reconfigure the
aircraft systems to meet the applicable requirements and check the effects of the deficiencies. After the OM
(OUTER MARKER) a go-around is preferable, as troubleshooting diverts your concentrationfrom the task of
landing. Another checkpoint for the influence of failures is the Alert height. Below alert height all failures not
directly affecting a safe landing can be disregarded. We will go into more detail on this when we look at the different
approach systems.