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Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.5. What is the main idea of the passage?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.4. According to the passage, what should be paid attention to when the temperature is extremely low?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.3. According to the passage, which factor should be the priority during an arrival?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.2. Which runway does the crew prefer to land?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.1. Which condition is considered as runway obscuration?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.5. Which word has the same meaning as all crew members must be involved during the discussion of the plan?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.4. Which altitude is compulsory during the approach briefing according to the Flight Safety Foundation?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.3. Which item is not recommended in the Approach Briefing?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.2.What does conditions that will dictate a go-around mean?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.1. What is the passage mainly about?
