ATR GILGIT OPERATION

Transcription

1 ATR GILGIT OPERATION Last Updated: 6 th Octber 2017 Rute Overview General Guidelines Pre Requisites Weather Observatries EGPWS ISB GIL Cmmunicatin Prcedure Cmmunicatin Failure Direct Rute Valley Rute Critical Pints (ISB GIL) Pressurizatin Failure Single Engine Drift Dwn Perfrmance (Frm Direct t Valley Rute) Diversin Prcedure (Frm Direct t Valley Rute) Kaghan Valley Babur t Tang (Chilas) Valley En Rute Alternate Airfield Nrmal Descent t Gilgit Apprach t Gilgit Landing Runway 25 Landing Runway 07 G Arund Runway 25 G Arund Runway 07 GIL ISB Critical Pints (GIL ISB) Tpgraphical Effects n Wind Disclaimer

2 ROUTE OVERVIEW: GENERAL GUIDELINES: Cumulus clud develpment encuntered in summers is likely t intensify during the curse f the day and the tps may rise very quickly. Triggering mechanism in this case being the rgraphic uplift (rising grund frcing the air upwards). Strms frm when a general flw f mist unstable air passes ver higher terrain, such as a ridge line r muntain range. Such strms ften frm in a line alng the grund feature and are therefre mre challenging t avid than single cells. Stratified cluds in winters are likely t lwer and settle n the muntain tps and the valley. Surface temperature during summers is knwn t increase rapidly after sunrise. Be careful in assessing the temperatures used fr calculatins f apprach climb weights and TOGW fr subsequent departures.

3 PRE REQUISITES: VFR Operatin, with visual grund cntact at all times. Operatin abve vercast layer f cluds ver high terrain is nt allwed. D nt depart if: Destinatin visibility is less than r is anticipated t be less than 5 km n arrival. Destinatin ceiling (vercast) is 6000 AGL r lwer. There is drizzle r rain at destinatin with hill tps nt visible. Clud base at BUNJI is brken r vercast at 8000 feet AGL r lwer. HF radi serviceability is mandatry since VHF cntact is nt available n entire rute. All effrts shuld be made t btain BUNGI, CHILAS and BABUR weather frm GILGIT r Pak Met Site ( befre departure. If nt pssible then flight may depart n destinatin weather nly. WEATHER OBSERVATORIES:

4 HONEYWELL EGPWS (MK V & MK VII) If n terrain data is available in the terrain database, then this area is displayed in a lwdensity magenta clr. Terrain mre than 2000 feet belw the aircraft, r within 400 (vertical) feet f the nearest runway elevatin, is nt displayed (black clr). The transitin between green and yellw is belw the aircraft in rder t accunt fr altimetry and/r terrain/bstacle height errrs. Essentially, any yellw r red painted terrain is at, r abve the aircraft s altitude and apprpriate terrain clearance needs t be prvided. Digital values representing elevatin are based n the range selected (terrain in view). Bigger value is the highest terrain/bstacle elevatin whereas smaller value is the elevatin fr the bttm f the lwest clr band. The fllwing table indicates the terrain awareness display clrs and elevatins: Clr Slid Red Slid Yellw High Density Red Fill High Density Yellw Fill Lw Density Yellw Fill Slid Green (Peaks Display) High Density Green Fill Lw Density Green Fill Black Magenta Fill Indicatin Terrain/Obstacle Threat Area Warning. Terrain/Obstacle Threat Area Cautin. Terrain/Obstacle that is mre than 2000 feet abve aircraft altitude. Terrain/Obstacle between 1000 and 2000 feet abve aircraft altitude. Terrain/Obstacle 500 (250 with gear dwn) feet belw t 1000 feet abve aircraft altitude. Highest terrain nt within 500 (250 with gear dwn) feet f aircraft altitude. May appear with dtted yellw terrain when the aircraft altitude is within 500 feet (250 feet with gear dwn) f terrain. Terrain/Obstacle 500 (250 with gear dwn) feet belw t 1000 belw aircraft altitude. Terrain/Obstacle that is 1000 t 2000 feet belw aircraft altitude. N significant Terrain/Obstacle. Unknwn terrain. N terrain data in the database

5 ISB GIL: After takeff frm ISB in VMC, turn right t cme ver ZERO pint, then FAISAL msque, aviding presidency, E9 and all the ther restricted areas. As a rule f thumb, after takeff turning right 360 fr 1 minute and then turning left 340 places yu in the crrect psitin t avid n fly znes feet indicated (margin f 1000) shuld be maintained while crssing Margalla hills, then prceed t TIPOM. After crssing Margalla hills, prceed t TIPOM and attain a height f 12,500 feet indicated in summers and 9500 feet in winters. Frm TIPOM turn right n curse and bserve RN radial 020 t avid inadvertent incursin int restricted airspace. Except fr the purpse f takeff and landing, ridge clearance f 2000 feet shall be maintained. Weather permitting direct rute shuld be flwn nrmally at FL 175/185. Minimum levels fr direct shall be FL 155/165 and fr the valley rute FL 125/135. Nte: FL155 n a direct track frm Kaghan t Babusar des nt clear all peaks as sme peaks are calibrated yellw n terrain map. It will give a TERRAIN / PULL UP WARNING. Pssibility f FL155 n this track is by visually aviding thse peaks. Single engine ceiling fr aircraft's estimated weight ver KAGAN shall be derived when reaching TOC en rute t GILGIT. This will help prevent delay in case f emergency. COMMUNICATION PROCEDURE: N. 2 VHF shuld be set n Nrthern Area Cmmn Frequency MHZ. Blind calls shuld be transmitted n this frequency at reprting pints Calls shuld be preceded by the phrase "All Nrthern Area Traffic". Message shuld include: Flight Number. Departure and Destinatin. Flight Level. Present Psitin. Time and ETA at next psitin. N.1 VHF is t be set n MHZ nce released by Cherat Cntrl. COMMUNICATION FAILURE: Call twice at 15 secnds interval n the primary frequency f the apprpriate regular statin, ne f the ther regular statins r any f the ther statins f the netwrk. Failing t get a reply, the aircraft shuld transmit its message twice preceded by the phrase 'TRANSMITTING BLIND" n primary and secndary frequency. If unable t establish cmmunicatin due t receiver failure, transmit reprts at scheduled times, r psitins n the frequency in use, preceded by the phrase "TRANSMITTING BLIND" due t receiver failure.

6 DIRECT ROUTE:

7 VALLEY ROUTE:

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9 CRITICAL POINTS (ISB GIL): Direct Rute BABUR Valley Rute Between SARPI and BAVRO (apprx. 36 min frm RN) PRESSURIZATION FAILURE: BEFORE BABUR: Turn left, maintain visual cntact with terrain and enter Kaghan valley. AFTER BABUR: Maintain visual cntact with terrain and descend gradually t enter the valley leading t TANGO (Chilas). Nte: In case f Tang (Chilas), the valley is wide and lw s it might be easy t descend t 10,000 feet hwever in case f Kaghan it might nt be pssible t descend t 10,000 feet initially e.g. Naran is arund 8000 feet and befre that, twards Babusar, the terrain is rising (reaching arund 11,000 by Lalusar lake). Even if pssible t descend t 10,000 feet, beware f valley winds and be sensible in deciding hw lw yu really want g. See the last sectin in this dcument abut Tpgraphical Effects n Wind t cmprehend the assciated hazards. COURSE OF ACTION: Depending n minimum levels and en rute weather, cntinue t Gilgit r return t ISB.

10 SINGLE ENGINE DRIFT DOWN PERFORMANCE (FROM DIRECT TO VALLEY ROUTE) DIVERSION PROCEDURE (FROM DIRECT TO VALLEY ROUTE)

11 KAGHAN VALLEY:

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14 BABUR TO TANGO (CHILAS) VALLEY:

15 EN ROUTE ALTERNATE AIRFIELD: Chilas (TANGO) airfield can be used in extreme emergency. Runway infrmatin is as fllws: Directin: 10/28 Bitumen surface, with centerline and threshld markings Length: 5500 x 50 feet. Shulder f 50 feet n bth sides withut verrun. Elevatin: 3700 feet AMSL. R/W surface cnditin: Unknwn (there s a bump n the right edge f runway 28, apprx. half way dwn). NORMAL DESCEND TO GILGIT: Speed: N turbulence: 200 knts. In turbulence r bad weather: 180 Knts. Chance f diversin: White Bug +10 Knts. Height: Apprximately 12,500 feet by BUNJI.

16 APPROACH TO GILGIT: By brken bridge, be in landing cnfiguratin Speed VAPP, Height 1500 ft AGL (6300 indicated).

17 LANDING RUNWAY 25: Runway 25 shall nrmally be used fr landing. Final turn shuld be at 500 t 700 feet AGL (5300 t 5500 indicated). With tail wind mre than 15 knts, runway 07 shall be used. Exercise extreme cautin and sense the wind gradient which is invariably present n the appraches. T avid wear and tear n the brakes d nt plan t clear n taxi track "C" r earlier. Use full length.

18 LANDING RUNWAY 07: Height: Apprximately 500' AGL (5300' indicated) t be clse t a 3 prfile fr a 1.5 NM final leg. Gears: Dwn, Flaps: 25, Speed: VmHB 25. Abeam Msque: Flaps 35, Speed VAPP. End f Dwnwind: Turn with 30 bank and stay visual with the high grund thrughut the apprach. Nte: Fr better terrain clearance 1500' AGL (6300' indicated) can be maintained till end f dwnwind. The distance frm end f dwnwind t threshld runway 07 is apprximately 2.3 NM (base turn + final leg). This gives rughly a 6 prfile. Due t higher rate f descent in this case, pwer will have t be at idle t maintain VAPP speed. Anything in between 500 and 1500' like 1000 AGL seems ptimum fr a shallwer gradient and terrain clearance.

19 GO AROUND RUNWAY 25: Carry ut the nrmal prcedure fr g arund. Climb and maintain apprximately 500 feet AGL (5300 indicated) and drift t the right f the valley. Maintain Flaps 25 and Speed VmHB 25. Planning t Land n Runway 07 (wind permitting): Dwnwind: Gears dwn. Abeam msque: Flaps 35, Speed VAPP. End f Dwnwind: Turn left with a 30 bank back t the field. Nt Planning t Land n Runway 07: Maintain: Flaps 25, Speed VmHB25 (t reduce radius f turn) and Gears Up. Make a left turn, cme ver the runway. Climb t 1000 feet AGL (g arund acceleratin altitude). Flaps: 15, Speed: White bug +10. Cme ver the bridge and adjust t make a left turn fr left base runway 25 in landing cnfiguratin. GO AROUND RUNWAY 07: Carry ut the nrmal prcedure fr g arund. Climb t 1000 feet AGL (g arund acceleratin altitude) and drift t the right. Accelerate t White Bug +10 but keep Flaps 15. Cme ver the bridge and adjust t make a left turn in landing cnfiguratin fr anther apprach.

20 GIL ISB: Runway 07 will nly be used fr takeff. If the tail wind is mre than 15 knts, wait fr the wind t die dwn. At acceleratin altitude, clean up, accelerate t and maintain white bug plus 10 speed. After attaining feet indicated (minimum level in the valley), nrmal climb speed can be maintained. Shuld the a/c becme asymmetric at takeff, a gentle turn t the right shall be cmmenced and a climb ut achieved anticipating a gentle wide left turn fr carrying ut an asymmetric landing n RWY 25. Single engine ceiling fr aircraft's estimated weight ver BABUR shall be derived at psitin BUNGI, after attaining cruise level. This will help in diverting the flight withut delay in case f emergency. CRITICAL POINTS: Direct Rute BABUR Valley Rute BAVRO

21 TOPOGRAPHICAL EFFECTS ON WIND (credit: navcanada.ca) (a) Lee Effects When the winds blw against a steep cliff r ver rugged terrain, gusty turbulent winds result. Eddies ften frm dwnwind f the hills, which create statinary znes f strnger and lighter winds. These znes f strng winds are fairly predictable and usually persist as lng as the wind directin and stability f the air stream d nt change. The lighter winds, which ccur in areas called wind shadws, can vary in speed and directin, particularly dwnwind f higher hills. In the lee f the hills, the wind is usually gusty and the wind directin is ften cmpletely ppsite t the wind blwing ver the tp f the hills. Smaller reverse eddies may als be encuntered clse t the hills. (b) Frictin Effects The winds that blw well abve the surface f the earth are nt strngly influenced by the presence f the earth itself. Clser t the earth, hwever, frictinal effects decrease the speed f the air mvement and back the wind (turns the wind directin cunter-clckwise) twards the lwer pressure. Fr example, in the nrthern hemisphere, a sutherly wind becmes mre sutheasterly when blwing ver rugher grund. There can be a significant reductin in the wind speed ver a rugh terrain when cmpared t the wind prduced by the same pressure gradient ver a relatively smth prairie. (c) Cnverging Winds When tw r mre winds flw tgether r cnverge, a strnger wind is created. Similar effects can be nted where tw r mre valleys cme tgether.

22 (d) Diverging Winds A divergence f the air stream ccurs when a single air stream splits int tw r mre streams. Each will have a lwer speed than the parent air stream. (e) Crner Winds When the prevailing wind encunters a headland, there is a tendency fr the wind t curl arund the feature. This change in directin, if dne abruptly, can result in turbulence. (f) Funnelled r Gap Winds When winds are frced t flw thrugh a narrw pening r gap, such as an inlet r narrw sectin f a pass, the wind speed will increase and may even duble in strength. This effect is similar t pinching a water hse and is called funnelling. (g) Channelled Winds The tpgraphy can als change the directin f the winds by frcing the flw alng the directin f a pass r valley. This is referred t as channelling.

23 (h) Sea and Land Breezes Sea and land breezes are nly bserved under light wind cnditins and depend n temperature differences between adjining regins. A sea breeze ccurs when the air ver the land is heated mre rapidly than the air ver the adjacent water surface. As a result, the warmer air rises and the relatively cl air frm the water flws nshre t replace it. By late afternn, the time f maximum heating, the sea breeze circulatin may be 1,500 t 3,000 feet deep, have btained speeds f 10 t 15 knts and extend as far as 50 nautical miles inland. During the evening the sea breeze subsides. At night, as the land cls, a land breeze develps in the ppsite directin and flws frm the land ut ver the water. It is generally nt as strng as the sea breeze, but at times it can be quite gusty. Bth land and sea breezes can be influenced by channelling and funnelling resulting in almst frntal-like cnditins, with sudden wind shifts and gusty winds that may reach up t 50 knts. (i) Anabatic and Katabatic Winds During the day, the sides f the valleys becme warmer than the valley bttms since they are better expsed t the sun. As a result, the winds blw up the slpe. These daytime, upslpe winds are called anabatic winds. Gently slped valley sides, especially thse facing suth, are mre efficiently heated than thse f a steep, narrw valley. As a result, valley breezes will be strnger in the wider valleys. An anabatic wind, if extended t sufficient height, will prduce clud. In additin, such a wind ffers additinal lift t aircraft. At night, the air cls ver the muntain slpes and sinks t the valley flr. If the valley flr is slping, the winds will mve alng the valley twards lwer grund. The cl night winds are called drainage winds, r katabatic winds, and are ften quite gusty and usually strnger than anabatic winds. Sme valley airprts have windscks situated at varius lcatins alng their runways t shw the changeable cnditins due t the katabatic flw.

24 (j) Glacier Winds Under extreme cling cnditins, such as an underlying ice cver, the katabatic winds can develp t hazardus prprtins. As the ice is prviding the cling, a shallw wind f 80 knts r mre can frm and will persist during the day and night. In sme lcatins the katabatic flw pulsates with the cld air building up t sme critical value befre being released t rush dwnslpe. It is imprtant t recgnize that cmbinatins f these effects can perate at any given time. Katabatic winds are easily funnelled resulting in winds f unexpected directins and strengths in narrw passes. Arund glaciers in the summer, wind fields can be chatic. Katabatic winds frm the tp f the glacier struggle fr dminance with lcalized cnvectin, r anabatic winds, induced by heated rck slpes belw the ice. Many sightseeing pilts prefer t avid glaciated areas during the afternn hurs. Lee Waves When air flws acrss a muntain r hill, it is disturbed the same way as water flwing ver a rck. The air initially is displaced upwards acrss the muntain, dips sharply n the lee side, then rises and falls in a series f waves dwnstream. These waves are called muntain waves r lee waves and are mst ntable fr their turbulence. They can develp n the lee side f the muntains f Ellesmere Island and the muntain alng the east side f Baffin Island. The Frmatin f Lee Waves The develpment f lee waves requires that several cnditins be met: (a) the wind directin must be within 30 degrees f perpendicular t the muntain r hill. The greater the height f the muntain and the sharper the drp ff t the lee side, the mre extensive the induced scillatins. (b) wind speed shuld exceed 15 knts fr small hills and 30 knts fr muntain ridges. A jet stream with its assciated strng winds belw the jet axis is an ideal situatin. (c) the wind directin shuld be cnstant while increasing in speed with height thrughut the trpsphere. (c) the air shuld be stable near the muntain peaks but less stable belw. The unstable layer encurages the air t ascend and the stable layer encurages the develpment f a dwnstream wave pattern. While all these cnditins can be met at any time f the year, winter wind speeds are generally strnger resulting in mre dangerus lee waves.

25 Characteristics f Lee Waves Once a lee wave pattern has been established, it fllws several basic rules: Strnger the wind, the lnger the wavelength. The typical wavelength (W) is abut 6 miles but can vary frm as shrt as 3 miles t as lng as 15 miles. Psitin f the individual wave crests will remain nearly statinary with the wind blwing thrugh them as lng as the mean wind speed remains nearly cnstant. Individual wave amplitude (A) can exceed 3,000 feet. Layer f lee waves ften extends frm just belw the tps f the muntains t 4,000 t 6,000 feet abve the tps but can extend higher. Induced vertical currents within the wave can reach values f 4,500 feet per minute. Wind speed is strnger thrugh the wave crest and slwer thrugh the wave trugh. Wave clsest t the bstructin will be the strngest with the waves further dwnstream getting prgressively weaker. A large eddy called a rtr may frm belw each wave crest. Muntain ranges dwnstream may amplify r nullify induced wave patterns. Dwndrafts are frequently fund n the dwnwind side f the bstructin. These dwndrafts typically reach values f 2,000 feet per minute but dwndrafts up t 5,000 feet per minute have been reprted. The strngest dwndraft is usually fund at a height near the tp f the summit and culd frce an aircraft int the grund. Cluds Assciated with Lee Waves Lee waves invlve lift and, if sufficient misture is available, characteristic cluds will frm. The signature cluds may be absent, hwever, due t the air being t dry r the clud being embedded within ther cluds and nt visible. It is essential t realize, nevertheless, that the absence f lee wave cluds des nt mean that there are n lee waves present. (a) Cap clud A clud ften frms ver the peak f the muntain range and remains statinary. Frequently, it may have an almst waterfall appearance n the leeward side f the muntain. This effect is caused by subsidence and ften signifies a strng dwndraft just t the lee f the muntaintp.

26 (b) Lenticular cluds A lens shaped clud may be fund at the crest f each wave. These cluds may be separated vertically with several thusand feet between each clud r may frm s clse tgether they resemble a stack f plates. When air flws thrugh the crest it is ften laminar, making the clud smth in appearance. On ccasin, when the shear results in turbulence, the lenticular clud will take n a ragged and wind trn appearance. (c) Rtr clud A rtr clud may frm in assciatin with the rtr. It will appear as a lng line f stratcumulus, a few miles dwnwind and parallel t the ridge. Its base will be nrmally belw the peak f the ridge, but its tp can extend abve it. The turbulence assciated with a rtr clud is severe within and near the rtr clud. Disclaimer: "ATR Gilgit Operatin" are persnal ntes f the undersigned fr training nly. These ntes d nt sanctin any pilt t vilate his/her Cmpany's Standard Operating Prcedures, Aircraft Manuals r Manufacturer's Recmmendatins.