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February 14, 2016, 12:04:02 PM
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 1 
 on: Today at 12:00:16 PM 
Started by J-LucB - Last post by RonR
When the French fighter identifies himself, it sounds like he is saying "You are being intercepted by French Air Force policy"...what does he mean by "policy" or does he mean "police"?  I'm guessing it's supposed to be "police"  smiley

 2 
 on: Today at 11:51:04 AM 
Started by knish1231 - Last post by Brad G.
So there are essentially four RED mandatory holding positions signs
I think you mean potentially mandatory, right? If ATC didn't explicitly tell you to hold short of anything other than the runway, then it shouldn't be mandatory.

Reference AIM (4-3-18(8)):
Quote from: AIM
8. If a pilot is expected to hold short of a runway approach (“APPCH”) area or ILS holding position (see FIG 2−3−15, Taxiways Located in Runway Approach Area), ATC will issue instructions.

Reference 7110.65W (3-7-5(a)):
Quote from: 7110.65W
3−7−5. PRECISION APPROACH CRITICAL
AREA
a. ILS critical area dimensions are described in FAA Order 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS critical area must be controlled to ensure the integrity of ILS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subparagraph a1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has
reported the runway in sight or is circling to land on another runway.

PHRASEOLOGY−
HOLD SHORT OF (runway) ILS CRITICAL AREA.

 3 
 on: Today at 06:37:13 AM 
Started by J-LucB - Last post by Agusliveatc
Yee feed it! I can't for the moment. No computer yet. But once I have it I will try to do

Sent from my SM-G928F using Tapatalk


 4 
 on: Today at 05:15:41 AM 
Started by knish1231 - Last post by dmaviation
Well...it is a bit more complicated than what appears here so far.  I have included an image to show the differences for these holding positions.  It was retrieved from FAA Advisory Circular 150/5340-18F dated Aug. 2010 (this is the current version for 2016). Below are a couple of paragraphs from the first page background reference the signs and markings for CAT II/III of this AC:

FAA Advisory Circular text:
The FAA is revising Terminal Instrument Procedures (TERPS) standards for the separation distance between a runway equipped for CAT II/III operations and the parallel taxiway that requires aircraft to hold, in certain circumstances, at a location other than the runway holding position.

Accordingly, the FAA has developed sign standards to assist airport operators in designating (1) the POFZ holding position in those instances where a taxiway, holding apron, or other movement area would result in an aircraft fuselage or tail penetrating, and (2) the alternative holding position on a taxiway during CAT II/III operations necessary to maintain adequate aircraft separation. The FAA has made a corresponding change to marking standards contained in AC 150/5340-1, Standards for Airport Markings.

Back to my commentary:
ILS holding positions are used to keep aircraft and vehicles out of the ILS glideslope beam and are always set up on the same side of the RWY as the glideslope antenna.  Localizer equipment is located at each end of the runway.  

An approach holding position (example sign:  15-APCH) has caused a great deal of confusion for some pilots because it has the same pavement markings as runway holding positions but is NOT at the RWY hold bar position (see attached diagram).  It is designed to keep taxiing aircraft out of the approach slope only while another aircraft is on approach.  

The CAT II/III holding position in the attached diagram I believe is used to protect missed approach surfaces should an aircraft in CAT II/III conditions decide to go around or be slightly off on their approach.  It simply provides more clearance from aircraft waiting on an adjacent taxiway - in this case, the AC details a position on a parallel taxiway to the runway.  

So there are essentially four RED mandatory holding positions signs (using the example RWY in the attached diagram).

1. A Runway Holding Position Sign 15-33 or just 15 if at that end of the runway (same for 33 if your aircraft is at the opposite RWY end)
2. A Runway Approach Holding Position Sign (protecting the Approach trapezoid for arriving aircraft)  15-APCH
3. An ILS Holding position sign (protecting the glideslope equipment) ILS
4. A RWY CAT II/III Holding position sign ( to protect a parallel taxiway to a runway for arrivals in CAT II/III minima)  15-CAT II/III

Hope this help folks...hope it doesn't complicate things and it is exclusively my personal understanding and interpretation.  Let me know if you see it differently.  Thanks!  Be sure to review the attached diagram!  Dave

P.S.  CAT I can be added to the CAT II/III sign.  It just depends on the approach, runway, and taxiway configurations. As minima become more restrictive there are more requirements to protect surfaces.  Perhaps a particular airport's signage/holding position requirements may not include a CAT I APCH if sufficient clearances are available for that apch category.

P.S.S.  Not every airport has all of these signs - they are as needed only based on that airport's individual configuration.

 5 
 on: February 13, 2016, 06:27:51 PM 
Started by GeoffSM1 - Last post by GeoffSM1
A Cessna C152 caught fire after crashing at Brookhaven Airport in Shirley just before 10:30 a.m. Friday, 12 February. The two people on board escaped injury. The aircraft had taken off from Long Island MacArthur Airport.

Full details and video http://www.kathrynsreport.com/2016/02/cessna-152-foxfield-aviation-n47259.html

 6 
 on: February 13, 2016, 12:32:24 PM 
Started by n1wlc - Last post by n1wlc
I think I finally got it and KBAF is up and running. The daily f-15 monitoring site.

 7 
 on: February 13, 2016, 04:47:06 AM 
Started by J-LucB - Last post by J-LucB
We think as I explained before that the alert was raised before, when the plane was under Marseille-Control responsability. And no one feeds Marseille-control here sad

I can only monitor Bordeaux Control and 123.45 and 121.5 .

regards
J-Luc

 8 
 on: February 12, 2016, 09:49:31 PM 
Started by oktalist - Last post by oktalist
United B764 from Houston to Munich developed an engine problem, declared pan (later upgraded to emergency) and diverted to Shannon. After cleared for ILS approach runway 06 and still more than 11NM from touchdown, the approach controller advised that he saw them at 2000 feet, "stop descent please". The United pilots replied that they were climbing. The usual glideslope capture altitude for this approach is 3000, the minimum sector altitude is 2300 to the north of the localizer course and 2800 to the south.

http://avherald.com/h?article=493d45a8

METAR EINN 121200Z 03005KT 8000 -RA FEW004 SCT025 BKN035 04/03 Q0992 TEMPO BKN010=

 9 
 on: February 12, 2016, 05:59:47 PM 
Started by J-LucB - Last post by GeoffSM1
Very interesting. This clearly was a loss of communication. Maybe they turned down the radio volume too much or accidentally switched the frequency of the primary radio.
 It does take several minutes before controllers raise an alert.

Did Controllers try to communicate with the aircraft? I listened to the LiveATC archived file and the one covering the previous period and I didn't hear any calls from the ground. undecided

 10 
 on: February 12, 2016, 05:49:09 PM 
Started by GeoffSM1 - Last post by GeoffSM1
Passenger with a previous minor cardiac issue becomes ill as the aircraft heads out over Ireland and the N Atlantic. The aircraft turns back to land in Dublin after fuel dumping.

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