Page 25 - TNT Dec 2017

RVR (ft.) 400 800 1,200 1,600 2,400 3,200 4,000 4,500 5,000 6,000
Visibility (Sm) 1⁄16
1⁄8
3⁄16
1⁄4
1⁄2
5⁄8
3⁄4
7⁄8
1
11⁄4
Visibility Conversions
Approach Lighting Systems
MALSR: Medium-intensity Approach Lighting System with Runway Alignment Indicator Lights
MALSF: Medium-intensity Approach Lighting System with Sequenced Flashing lights
SALS: Short Approach Lighting System
SSALS: Simplified Short Approach Lighting System
SSALR: Simplified Short Approach Lighting System with Runway Alignment Indicator Lights
SSALF: Simplified Short Approach Lighting System with Sequenced Flashing Lights
ODALS: Omnidirectional Approach Lighting System
ALSF-1: Approach Lighting System with Sequenced Flashing
Lights configuration 1
ALSF-2: Approach Lighting System with Sequenced Flashing Lights configuration 2
REIL: Runway End Identification Lights RAIL: Runway Alignment Indicator Lights
as aircraft on approach and departure paths within a few miles of the airport. Some airports may also offer “follow me” services during SMGCS use. Make sure your transponder is turned on for taxi and don’t forget to enable the “own-ship” display option on your avionics or tablet.
Ball Notes
When anticipating a precision approach when visibilities are squat, whether Cat I, II or III, an early review of the descend-via arrival, the approach chart and the arrival SMGCS should be accomplished before the top of descent. Like a puzzle where you try to find a list of hidden objects in a drawing, ball notes and conditional statements are scattered everywhere. In addition to speed and altitude restrictions over each fix, some descend-via procedures will hide a note that tells you to maintain 280 kts when transitioning from mach, for example.
On the approach chart, requirements for visibility, approach and runway lighting, radar, GPS or DME, minimums when the arrival field altimeter setting is not available and often times, a convoluted missed approach or obstacle avoidance procedures must all be reviewed and understood. Look for notes that say special aircrew (SA) training or onboard equipment is required (i.e., Flight Director, autopilot or HUD), changes to approach legality “with ships taller than 144 feet present; procedure not authorized” (KBOS, ILS 4R), or a note that may say the localizer is not accurate certain distances off the course centerline or unusable during landing rollout.
Check the NOTAM’s and ATIS for inoperative approach-related ground equipment. Then, during the approach, aircraft systems as well as airport lighting and transmissometer functionality should be monitored. Depending on which airborne or ground equipment fails or drops below minimums, different operators may allow continuing after glide slope intercept, or may require a go-around (rejected landing).
And finally, after landing rollout we may be back to yet another SMGCS chart where there will undoubtedly be differences from the departure SMGCS, including another ball note search-puzzle. Like Santa said, with snow or thick fog, we will work like a dog.
Missing Christmas or an important commitment because of weather is something that we all face. But having the right equipment, procedures, knowledge and proficiency will increase the likelihood of landing at our planned destination. None of us want to disappoint family, friends or our passengers, nor get an earful from Mrs. Claus.
How do we prepare for our own “One Foggy Night?”
Talk to the weather man, your crew and the dispatcher, too. Hear all of their words, until they are through. Once in the fog we will work like a dog, so try not to hurry when the airport gets blurry. Learn ILS’s, RVR’s and airport SMGCS, too. Follow the charts, hidden ball notes all through. Study and practice, till our faces turn blue; and stay on the gauges, that’s what we must do. Though wh•ine and complain the passengers may chide, good judgment prevails and we must decide: do we fly the trip with caution astride, or cancel the flight and stay home inside.
Be diligent and careful out there my friends. Merry Christmas. T&T
Kevin Dingman has been f lying for more than 40 years. He’s an ATP typed in the B737 and DC9 with 23,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organization Wings of Mercy, is employed by a major airline, and owns and operates a Beechcraft Duke. Contact Kevin at dinger10d@gmail.com.
December 2017 TWIN & TURBINE • 23