Opher Ben Peretz פורסם אפריל 27, 2006 דיווח פורסם אפריל 27, 2006 שלום, להלן מאמר אמריקאי בנושא הכולל תמונת מצב מפורטת ועדכנית, לשימושכם. While the Cat I ILS is just fine for most situations, autolandings made in extremely low visibility require use of Cat III ILS procedures. As a practical matter — it's expensive and difficult to qualify — Cat III autoland authority is really granted to airline operators of large turbine aircraft only. The higher the ILS category (I, II, or III), the lower the minimums that are allowed. In this country, approach minimums are based on reported visibility. In some countries and for a few airports in the United States with unique terrain considerations, minimums are expressed in terms of both a ceiling and a visibility. (A ceiling minimum, where it exists, should not be confused with a decision height [DH].The ceiling minimum is simply the lowest reported ceiling for which one can legally accept the approach. The DH is the point at which a missed approach must be commenced, if certain approach lighting or other runway environment references have not been visually acquired by the pilot.) The garden variety Cat I ILS, with which most instrument-rated pilots are familiar, utilizes a DH of not less than 200 feet. Visibility minimums are usually one half mile or 2,400 feet runway visual range and may be reduced to 1,800 feet RVR if operative touchdown zone and centerline lights are available. The Cat II ILS has a DH of less than 200 feet, but not less than 100 feet, with visibility minimums of between 1,800 RVR and 1,200 RVR. Use of a Cat II ILS requires certain additional aircraft equipment, ground facilities, and pilot training. Any instrument-rated general aviation pilot may seek Cat II authority from the FAA, although this has proved to be something of a rarity. Mostly, it is airlines and some corporate flight departments that do so. The Cat III ILS, which includes subcategories a, b, and c, is in a class all its own. Cat IIIa approaches may be flown to a 50-foot DH, with RVR as low as 700 feet. Cat IIIb minimums go even lower — down to 300 feet RVR, depending on the operator's particular level of authorization. Cat IIIc approaches, which are not yet authorized and for which no aircraft is yet certified in this country, would have no RVR limitation — the first true completely "blind" approach and landing procedure. One problem yet to be resolved is how to safely maneuver the aircraft on the taxiways after landing when no outside visual reference exists. Cat I and II ILS procedures differ from those of Cat IIIa in one important respect. They require that the crew visually spot the approach lights — and, eventually, other runway environment cues — in order to safely continue to a landing by visual reference alone. In other words, the landing pilot must be able to properly judge the flare point, make the landing, and execute the rollout visually. Cat IIIa approaches, on the other hand, merely require that the pilot establish sufficient visual reference with the touchdown zone lights to ensure that landing is occurring in the touchdown zone. The pilot may never even see the approach lights. Visual reference may be such that the pilot is unable to properly judge the flare point or manually control the aircraft during the initial rollout. The autopilot will normally execute the flare, landing, and rollout down to taxi speed. (In certain HUD-equipped aircraft, Cat IIIa approaches can be hand flown without an autopilot. The HUD provides maneuvering cues that are sufficient to guide the pilot through the flare, landing, and rollout.) Cat IIIb autolandings — the lowest currently certified — may occur before any visual reference with the runway is established by the pilot. Since there is no "decision" to be made based on visibility, the approaches employ an alert height (AH) instead of a DH. The AH is merely a point above which a failure in certain required airborne or ground equipment mandates a missed approach. If the equipment failure occurs below the AH, the flare, touchdown, and rollout can still be safely accomplished by using redundant Cat III autoland components. Rather than using outside cues to ensure that landing is occurring in the touchdown zone, the crew may verify this by using onboard instrumentation and warning systems. Since the autopilot is such a linchpin in a typical Cat III approach and landing, it's no surprise that it needs to perform to exacting standards. For certification purposes, it must be capable of autolanding throughout the full range of aircraft weight and center of gravity limits. It has to handle moderate turbulence, headwinds of up to 25 knots, tailwinds of 10 knots, and crosswinds of 15 knots. (Most operators observe more conservative Cat III wind limitations.) It must compensate for wind shears of up to 8 knots per 100 feet of altitude change in the critical last 200 feet before touchdown. It also should consistently land very close to, or on, the runway centerline, and in the touchdown zone. Throughout the approach and landing it must continuously provide the crew with "conspicuous and unmistakable" feedback that it is operating within tolerances. Depending upon the autoland system's degree of redundancy, it is described as being either a fail operational or a fail passive Cat III system. Fail operational systems are sufficiently redundant to allow a safe continuation of the approach and autolanding, following certain equipment failures below AH. Fail passive systems do not have such redundancy. They are restricted to Cat IIIa approaches having a 50-foot DH. At DH, the pilot must be able to verify that the autolanding will occur in the touchdown zone. If an onboard equipment failure prevents this verification, a missed approach must be made. Cat I or II approaches may be flown single pilot in aircraft with the appropriate equipment. The Cat III approach is a team sport, however, always played with a complete flight crew. It requires use of "monitored approach" procedures. These are designed to ease the flight crew's transition from IMC conditions to visual control of the aircraft at some point during the approach, landing, or rollout. (Monitored approach procedures are not reserved solely for Cat III operations. Many airlines mandate their use during all ILS approaches whenever visibility is at or near minimums.) During a monitored approach, the first officer normally controls the aircraft on autopilot. The captain, meanwhile, makes required altitude call-outs and "monitors" aircraft and systems performance. Approaching DH (Cat I, II, or IIIa), the captain prepares to take control of the aircraft by looking outside. The first officer's attention remains on the gauges. This allows the captain time to acclimate to the view outside before actually taking over. If the captain has not assumed control upon reaching DH, the first officer announces "Minimums, going around" and initiates the missed approach. (These procedures are modified slightly for Cat IIIb approaches using an AH.) A go-around is mandated if the aircraft exceeds any one of numerous performance parameters within the so-called "decision regime," from 500 feet agl until flaring. These include airspeed deviations of 5 knots or more, localizer deviations greater than one-third dot, most instrument warning flags, a ground proximity warning system activation, or a stabilized crab angle of 10 degrees or more (indicating an excessive crosswind). Such exacting procedures and limitations are what make very low-visibility Cat III autolandings routinely possible.
Moshe Mizrahi פורסם אפריל 28, 2006 דיווח פורסם אפריל 28, 2006 מאד מעניין עופר, תודה רבה שאלה - איך ניתן לממש את את זה בטיסה וירטואלית? הרי תנאי הראות משתנים כאן בהתאם למז"א שכל טייס קובע בתוכנה, וגם בהנחה שכולם מרושתים יתכן למיטב הבנתי הבדל, תלוי בטקסטורות של כ"א (למשל עם או בלי תוכנות כמו active-sky או flight-enviroment ) אז שיקול הראות והסיווג לקטגוריות 1,2,3 נשאר אידיבידואלי... וממי אני מקבל את ההסמכה הוירטואלית שלי לנחות 1,2,3 ? בנוסף, מדברים על שיתוף פעולה של אנשי צוות בתוך התהליך כמו קריאות של טייס המשנה וכו'... ראיתי את זה עובד בהמראה (PMDG) האם זה גם קיים בנוהלי נחיתות ILS? תודה על התשובה (וחבל שלא נפגשנו בסוף בשלש הזדמנויות שהוחמצו: שני סיורים שנדחו ואחד חדר בקרה )
Opher Ben Peretz פורסם אפריל 28, 2006 מחבר דיווח פורסם אפריל 28, 2006 שלום משה, א. בקביעת תהליך הנחיתה ותדרוכו כולל קטגוריות גישת ILS, טייס ברשת יעשה שימוש בנהלי שדה היעד, ATIS והנחיות בקרת התעבורה. בהיעדר בקרת תעבורה פעילה יעשה שימוש במידע שברשותו. ב. בעת טיסה מקוונת ברשת, על הטייסים להזין את תוכנת חילול מזג האוויר שברשותם משרת ואטסים, כך שה- METAR שיקבלו כולל רוח, ראות (ובמקומות מסוימים גם בסיס ענן) המשמשים בקביעת הקטגוריה, יהיה אחיד ותואם את שירותי בקרת התעבורה. טיס יכול לבצע גישת IIIC (למשל לצרכי תרגול) בעת שלפניו בוצעה גישת ראייה, כל עוד המסלול, המטוס והטייס מוכשרים לכך. ברשת לא מוכרת לי הסמכת צוותים לקטגוריות השונות. עד שיהיה, ניתן לבצע הסמכת IFR המובנית בתוך FS עצמאית, ואח"כ להעלות את רמתה באמצעות לימוד החומר ותרגול עצמי. ג. באשר לעבודת צוות, זהו נושא חשוב אליו מופנה תשומת לב רבה בקביעת נהלי טיסה, הדרכה ובחינת כשירות טייס, הן ברמת המינהל והן בחברות המפעילות. כל עוד אין ברשותנו תוכנת שיתוף המאפשרת טיסה מקוונת בצוות, נוכל לטוס ליד המחשב בשניים או יותר, בקוקפיט ביתי לאלה שיש, או לפחות לעשות שימוש במטוסים או תוכנות עזר המדמים גם עבודת אנשי צוות. במטוסים רבים (בתשלום וגם דיפולטים) קיימת הקראת גובה בסוף הגישה וכן הודעת מינימה של הטייס השני. במטוס קונקורד של SSTSIM, שהינו איכותי וקשה כאחד, בהתאם לקביעת הקברניט את קטגורית גישת ה- ILS, שני אנשי הצוות הנותרים מודיעים גם הודעות נחוצות נוספות, למשל: ALERT HEIGHT CAT II/III, וגובה מעל למינימה שהינם חלק מנוהל גישת ILS. אין במטוס זה או בכל תוכנה בה השתמשתי הפרדה בין קטגוריות המשנה, כלומר IIIA, IIIB וכו'. מאד מעניין עופר, תודה רבהשאלה - איך ניתן לממש את את זה בטיסה וירטואלית? הרי תנאי הראות משתנים כאן בהתאם למז"א שכל טייס קובע בתוכנה, וגם בהנחה שכולם מרושתים יתכן למיטב הבנתי הבדל, תלוי בטקסטורות של כ"א (למשל עם או בלי תוכנות כמו active-sky או flight-enviroment ) אז שיקול הראות והסיווג לקטגוריות 1,2,3 נשאר אידיבידואלי... וממי אני מקבל את ההסמכה הוירטואלית שלי לנחות 1,2,3 ? בנוסף, מדברים על שיתוף פעולה של אנשי צוות בתוך התהליך כמו קריאות של טייס המשנה וכו'... ראיתי את זה עובד בהמראה (PMDG) האם זה גם קיים בנוהלי נחיתות ILS? תודה על התשובה (וחבל שלא נפגשנו בסוף בשלש הזדמנויות שהוחמצו: שני סיורים שנדחו ואחד חדר בקרה )
Opher Ben Peretz פורסם אפריל 28, 2006 מחבר דיווח פורסם אפריל 28, 2006 בהמשך לשאלת משה, מפורטת התקנה האמריקאית לגבי הסמכת טייס ל- CAT III ILS. צירפתי אותה כי ניתן בעזרתה להכשיר עצמך. אל תיבהלו משפת התקנה- היא מסמך משפטי קשה להבנה עקב מורכבותה, כך כתובות כל תקנות התעופה, וטוב להיכנס לכך פעם- זה ממש לא נורא ולומדים די מהר להתגבר על בעיית הניסוח הכבד. מאד מעניין עופר, תודה רבהשאלה - ... וממי אני מקבל את ההסמכה הוירטואלית שלי לנחות 1,2,3 ? [Title 14, Volume 2] [Revised as of January 1, 2003] From the U.S. Government Printing Office via GPO Access [CITE] [Page 45-47] TITLE 14--AERONAUTICSAND SPACE CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) PART 61--CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS--Table of Contents Subpart B--Aircraft Ratings and Pilot Authorizations Sec. 61.68 Category III pilot authorization requirements. (a) General. A person who applies for a Category III pilot authorization must hold: (1) At least a private pilot certificate or commercial pilot certificate with an instrument rating or an airline transport pilot certificate; (2) A type rating for the aircraft for which the authorization is sought if that aircraft requires a type rating; and (3) A category and class rating for the aircraft for which the authorization is sought. ( Experience requirements. An applicant for a Category III pilot authorization must have at least-- (1) 50 hours of night flight time as pilot in command. (2) 75 hours of instrument flight time during actual or simulated instrument conditions that may include not more than-- (i) A combination of 25 hours of simulated instrument flight time in a flight simulator or flight training device; or (ii) 40 hours of simulated instrument flight time if accomplished in an approved course conducted by an appropriately rated training center certificated under part 142 of this chapter. (3) 250 hours of cross-country flight time as pilot in command. © Practical test requirements. (1) A practical test must be passed by a person who applies for-- (i) Issuance or renewal of a Category III pilot authorization; and (ii) The addition of another type of aircraft to the applicant's Category III pilot authorization. (2) To be eligible for the practical test for an authorization under this section, an applicant must-- (i) Meet the requirements of paragraphs (a) and ( of this section; and (ii) If the applicant has not passed a practical test for this authorization during the 12 calendar months preceding the month of the test, then that person must-- (A) Meet the requirements of Sec. 61.57©; and ( Have performed at least six ILS approaches during the 6 calendar months preceding the month of the test, of which at least three of the approaches must have been conducted without the use of an approach coupler. (3) The approaches specified in paragraph ©(2)(ii)( of this section-- (i) Must be conducted under actual or simulated instrument flight conditions; (ii) Must be conducted to the alert height or decision height for the ILS approach in the type aircraft in which the practical test is to be conducted; (iii) Need not be conducted to the decision height authorized for Category III operations; (iv) Must be conducted to the alert height or decision height, as applicable, authorized for Category III operations only if conducted in a flight simulator or flight training device; and (v) Must be accomplished in an aircraft of the same category and class, and type, as applicable, as the aircraft in which the practical test is to be conducted or in a flight simulator that-- (A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft for which the authorization is sought; and ( Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter. (4) The flight time acquired in meeting the requirements of paragraph ©(2)(ii)( of this section may be used to meet the requirements of paragraph ©(2)(ii)(A) of this section. (d) Practical test procedures. The practical test consists of an oral increment and a flight increment. (1) Oral increment. In the oral increment of the practical test an applicant [[Page 46]] must demonstrate knowledge of the following: (i) Required landing distance; (ii) Determination and recognition of the alert height or decision height, as applicable, including use of a radar altimeter; (iii) Recognition of and proper reaction to significant failures encountered prior to and after reaching the alert height or decision height, as applicable; (iv) Missed approach procedures and techniques using computed or fixed attitude guidance displays and expected height loss as they relate to manual go-around or automatic go-around, and initiation altitude, as applicable; (v) Use and limitations of RVR, including determination of controlling RVR and required transmissometers; (vi) Use, availability, or limitations of visual cues and the altitude at which they are normally discernible at reduced RVR readings including-- (A) Unexpected deterioration of conditions to less than minimum RVR during approach, flare, and rollout; ( Demonstration of expected visual references with weather at minimum conditions; © The expected sequence of visual cues during an approach in which visibility is at or above landing minima; and (D) Procedures and techniques for making a transition from instrument reference flight to visual flight during a final approach under reduced RVR. (vii) Effects of vertical and horizontal windshear; (viii) Characteristics and limitations of the ILS and runway lighting system; (ix) Characteristics and limitations of the flight director system auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other Category III equipment; (x) Assigned duties of the second in command during Category III operations, unless the aircraft for which authorization is sought does not require a second in command; (xi) Recognition of the limits of acceptable aircraft position and flight path tracking during approach, flare, and, if applicable, rollout; and (xii) Recognition of, and reaction to, airborne or ground system faults or abnormalities, particularly after passing alert height or decision height, as applicable. (2) Flight increment. The following requirements apply to the flight increment of the practical test-- (i) The flight increment may be conducted in an aircraft of the same category and class, and type, as applicable, as the aircraft for which the authorization is sought, or in a flight simulator that-- (A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft in which the authorization is sought; and ( Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter. (ii) The flight increment must consist of at least two ILS approaches to 100 feet AGL, including one landing and one missed approach initiated from a very low altitude that may result in a touchdown during the go-around maneuver; (iii) All approaches performed during the flight increment must be made with the approved automatic landing system or an equivalent landing system approved by the Administrator; (iv) If a multiengine aircraft with the performance capability to execute a missed approach with one engine inoperative is used for the practical test, the flight increment must include the performance of one missed approach with the most critical engine, if applicable, set at idle or zero thrust before reaching the middle or outer marker; (v) If a multiengine flight simulator or multiengine flight training device is used, a missed approach must be executed with an engine, which shall be the most critical engine, if applicable, failed; (vi) For an authorization for an aircraft that requires a type rating, the practical test must be performed in coordination with a second in command who holds a type rating in the aircraft in which the authorization is sought; (vii) Oral questioning may be conducted at any time during the practical test; [[Page 47]] (viii) Subject to the limitations of this paragraph, for Category IIIb operations predicated on the use of a fail-passive rollout control system, at least one manual rollout using visual reference or a combination of visual and instrument references must be executed. The maneuver required by this paragraph shall be initiated by a fail-passive disconnect of the rollout control system-- (A) After main gear touchdown; ( Prior to nose gear touchdown; © In conditions representative of the most adverse lateral touchdown displacement allowing a safe landing on the runway; and (D) In weather conditions anticipated in Category IIIb operations. [Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62 FR 40900, July 30, 1997]
