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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.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?
The following parameters have been recommended by The Flight Safety Foundation to define a stabilized approach. They should be met by 1,000 feet above touchdown in IMC conditions. ? The aircraft is on the correct flight path. ? Only small changes in heading and pitch are required to maintain the flight path. ? The speed of the aircraft is not more that Vref + 20 knots indicated airspeed and not less than Vref. ? The sink rate is no more than 1,000 feet per minute. ? The aircraft is in the proper approach and landing configuration. ? The power setting is no lower than the minimum specified for the type of aircraft. ? All briefings and checklists have been performed. All of these approach parameters must be met by 500 feet, including visual approaches. If your Standard Operating Procedures do not include parameters for a stabilized approach, The Flight Safety Foundation recommends that you use the parameters just listed. In a situation where you are unsure of your position such as an unexpected radio altimeter reading (in other words, a radio altimeter reading that is surprising or that does not agree with the pilots＇ expectations), a go-around should be called for. Always check altitude against range. ? You should not see radar altitudes less than 1,000 feet while on an instrument approach prior to (＇prior to＇ = before) the initial fix. ? You should never see radar altitudes of less than 500 feet between the initial fix and final approach fix. ? You should never see less than 250 feet past the final approach fix unless you are on an approach with lower minimums or until going visual. Pre-planning and a good approach briefing will allow you to make a timely go-around decision when ? weather is having a significant impact such as the loss of visual reference, or ? there is a significant cross wind, head wind, tail wind or wind shear.5. The phrase always check altitude against range means （ ）.
