Since today morning, one EZY flight from/to Berlin Schoenefeld was diverted from Maastricht to LGG and the same happened with 3 Ryanair flights due to land/depart from Charleroi!
Someone has an idea about what's happening?
What's happening in Charleroi and Maastricht
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Airbus330lover
- Posts: 883
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Re: What's happening in Charleroi and Maastricht
Fog for sure.an-148 wrote:Since today morning, one EZY flight from/to Berlin Schoenefeld was diverted from Maastricht to LGG and the same happened with 3 Ryanair flights due to land/depart from Charleroi!
Someone has an idea about what's happening?
As soon as landings are not happening on visual flight rules (VFR: like most of sportplanes), the airport is equipped to allow IFR landings (Instrumental flight rules) and therefore uses a guidance system called ILS (giving a glide slope along a vertical radiosignal extending runway direction and along a descending slope-mostly 3degrees-cutting the runway behind the threshold) When the aircraft follows exactly the crossing point of both slopes, he is supposed to touch the runway on the good heading and at the good touchpoint.
Depending of the precision of this ILS, it is sorted under cat 1,2,3a,3b (last one would theoretically allow complete automatic landing).
There is also to notice that the precision of the ILS decoder of the aircraft is ranked the same way, so the limit for ILS landing will be the limit of the less precise instrument.
Depending of the precision of this ILS, it is sorted under cat 1,2,3a,3b (last one would theoretically allow complete automatic landing).
There is also to notice that the precision of the ILS decoder of the aircraft is ranked the same way, so the limit for ILS landing will be the limit of the less precise instrument.
Liege is often receiving unexpected flights when it's foggy, thanks to its modern installation (ILS cat III i think).
See http://users.skynet.be/westaviation/AIP/EBLG.pdf
Page 19
See http://users.skynet.be/westaviation/AIP/EBLG.pdf
Page 19
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SpottingEHBK
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- Location: Maastricht, The Netherlands
Fog was indeed THE reason, I overflew Belgium at around 2 PM and apart from Brussels airport Belgium was covered with thick fog.
Note that Ryanair can't land in foggy conditions like established airlines as SN Brussels Airlines, British Airways, etc... as Ryanair doesn't train its pilots for CAT III-operations. Cheaper I guess
Note that Ryanair can't land in foggy conditions like established airlines as SN Brussels Airlines, British Airways, etc... as Ryanair doesn't train its pilots for CAT III-operations. Cheaper I guess
What ? Ryanair employs semi-pilots which have semi-qualificationluchtzak wrote:Well, I have learnt from pilots recently that however Ryanair B737 are equipped with a CATIII auto-landing system the pilots are not trained to perform an auto-land. Ryanair pilots may only land in CAT I operations, so not in foggy conditions.
?So in this ridiculous way, some of them are formed to land on cat3 (in hahn, dublin or stansted) and some others are less paid to land only on cat 1 airports
A Cat 1 Approach can indeed be into fog for a start ,you only need to see a certain number of approach lights to continue the approach , these can be seen through fog or cloud , ryanair pilots are of course trained in Low visibility operations.
The different categories of the runways refer to the minimums allowed for the approach in both visibility and altiude .
Might I also add that ryanair pilots are as well trained as any other pilots in the industry , as a matter of fact we actually make far more TOs and landings than many in the industry and are probably a lot better practiced than many , to compare a Ryr 738 to those rust buckets SN call planes is also ridiculous , the AVRO is certified only to cat II the 738 to cat III
Oh yes , I seem to remember being certified for CAT III operations as well , in the Ryr Training centre in EMA .
The different categories of the runways refer to the minimums allowed for the approach in both visibility and altiude .
Might I also add that ryanair pilots are as well trained as any other pilots in the industry , as a matter of fact we actually make far more TOs and landings than many in the industry and are probably a lot better practiced than many , to compare a Ryr 738 to those rust buckets SN call planes is also ridiculous , the AVRO is certified only to cat II the 738 to cat III
Oh yes , I seem to remember being certified for CAT III operations as well , in the Ryr Training centre in EMA .
Last edited by pressman on 20 Nov 2005, 11:50, edited 2 times in total.
Dear pressman,
I think you should show a bit more respect to people who are posting information with all good intentions and to the best of their knowledge.
As far as I know you are correct (although not on the "rust buckets SN call planes" part), but that still doesn't mean you have the right to be so arrogant to other users. You could have said the same comment in a much friendlier way.
This post is
fftopic: , so please avoid going into discussion about this.
Let's just keep Luchtzak a friendly home for all aviators. Thank you.
Regards,
Sebas
I think you should show a bit more respect to people who are posting information with all good intentions and to the best of their knowledge.
As far as I know you are correct (although not on the "rust buckets SN call planes" part), but that still doesn't mean you have the right to be so arrogant to other users. You could have said the same comment in a much friendlier way.
This post is
fftopic: , so please avoid going into discussion about this.Let's just keep Luchtzak a friendly home for all aviators. Thank you.
Regards,
Sebas
Hi all,
just to give some technical background on Low vis Operations:
cat 2 certified aircraft need 300m RVR (=runway visual range) to land
cat3A certified aircraft need 200m RVR
cat 3B certified aircraft need 75 m RVR
Due to technical constraints , the Avro is Cat 2 , 737-800 is cat 3A and A320/330/340 is cat 3B capable.
Cat 3C does not exist yet: it would mean that the aircraft woult also taxi to the gate on autopilot...
Pilots not (yet) qualified cat 2/3 are not of a lesser quality, but either do not have enough hours on type, or did not receive the supplementary training .
To enable a cat2/3 landing 4 conditions must be met:
-aircraft certified cat 2/3 (and no tech failure affecting this)
-aircrew certified cat 2/3 and current
-runway equiped and approved for cat 2/3 operations
-low visibility procedures in force at the airport
Hope this clarifies the debate
just to give some technical background on Low vis Operations:
cat 2 certified aircraft need 300m RVR (=runway visual range) to land
cat3A certified aircraft need 200m RVR
cat 3B certified aircraft need 75 m RVR
Due to technical constraints , the Avro is Cat 2 , 737-800 is cat 3A and A320/330/340 is cat 3B capable.
Cat 3C does not exist yet: it would mean that the aircraft woult also taxi to the gate on autopilot...
Pilots not (yet) qualified cat 2/3 are not of a lesser quality, but either do not have enough hours on type, or did not receive the supplementary training .
To enable a cat2/3 landing 4 conditions must be met:
-aircraft certified cat 2/3 (and no tech failure affecting this)
-aircrew certified cat 2/3 and current
-runway equiped and approved for cat 2/3 operations
-low visibility procedures in force at the airport
Hope this clarifies the debate
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Airbus330lover
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- Location: Rixensart
As a aiprort is CAT III this will not say that the land in CAT III conditionsFlyeco wrote:What ? Ryanair employs semi-pilots which have semi-qualificationluchtzak wrote:Well, I have learnt from pilots recently that however Ryanair B737 are equipped with a CATIII auto-landing system the pilots are not trained to perform an auto-land. Ryanair pilots may only land in CAT I operations, so not in foggy conditions.
So in this ridiculous way, some of them are formed to land on cat3 (in hahn, dublin or stansted) and some others are less paid to land only on cat 1 airports