Moderator: gatso76
Nlspot2003 wrote:Aircraft in question is EC-ITP.
from: european spotters mailinglist.
Why flying cowboys? Due to the bad wheather? I don't understand the above meteo... From your reaction it was not a wise decision to land?Propwash wrote:METAR EICK 100930Z 08005KT 050V110 0300 R17/0375N R35/0350N FG BKN001 04/04 Q1010 NOSIG=
METAR EICK 101000Z 09008KT 0400 R17/0600N R35/0450N FG BKN001 05/05 Q1010 NOSIG=
Flying Cowboys?
Buenos dias,SPL wrote:Why flying cowboys? Due to the bad wheather? I don't understand the above meteo... From your reaction it was not a wise decision to land?Propwash wrote:METAR EICK 100930Z 08005KT 050V110 0300 R17/0375N R35/0350N FG BKN001 04/04 Q1010 NOSIG=
METAR EICK 101000Z 09008KT 0400 R17/0600N R35/0450N FG BKN001 05/05 Q1010 NOSIG=
Flying Cowboys?
Groeten Martijn
When the reported visibility is below 'your' minimums (which it was, because the reported 'RVR' visibility was less than 550 meters), you may NOT continue (approach ban) your approach after the (Outer Marker).Category I (CAT I) – A precision instrument approach and landing with a decision height not lower than 200 feet (61 m) above touchdown zone elevation and with either a visibility not less than 800 meters (2,625 ft) or a runway visual range not less than 550 meters (1,804 ft).
I call shenanigans!!Propwash wrote:When the reported visibility is below 'your' minimums (which it was, because the reported 'RVR' visibility was less than 550 meters), you may NOT continue (approach ban) your approach after the Outer Marker.
In other words, the Crew wasn't legal to continue (approach ban) their approach after Outer Marker inbound.
Really? Could you point out the part in JAR-OPS 1 that states this, as unless it's only just been introducted, I know of no such requirement!Propwash wrote:BTW if you missed 'already' two (2) times, you divert to your alternate (JAR-OPS).
Think Yorden is right, never saw such a rule. And yes the RVR could have been within limits during the approach. Technically I don't think they did anything illegal.BTW if you missed 'already' two (2) times, you divert to your alternate (JAR-OPS).
You are talking about a 50m margin here. With a RVR of 600m @ touch down point and 450m @ the stop end, it seems very unlikely the RVR will go up substantially all of a sudden.It could easily be that when the crew commenced each approach, the RVR values reported to them by the tower at that moment, were sufficient for them to continue the approach to the MDA/DH (minimum decent altitude/decision height).
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