AIP ENR Flashcards
When departing an airport participating in PDC, pilots must obtain the PDC, via ACARS or hard copy message, no later than
15 minutes prior to EOBT. If the PDC is not available by 15 minutes prior to EOBT, pilots must contact the ACD frequency for a verbal airways clearance
PDC
Pilots must readback the following items on the ACD frequency, or on the SMC frequency if ACD is not established, prior to a pushback or taxi request
a. The SID, including runway and/or transition (if issued);
b. Transponder code;
c. Additional requirements specified in the PDC; and
d. Current parking position/bay
Avoidance of collision on apron areas is a joint responsibility of
the pilot in command and any assisting company ground personnel
At Class D aerodromes, pilots must include the following information when reporting ready:
a. The departure runway when parallel runway operations are in
progress;
b. Their intentions when operating wholly within a Class D CTR; and
c. Their tracking details when departing the Class D CTR and not in receipt of an airways clearance
What wind components are given by ATC as standard for landing?
12 kt xwind and any tailwind
2.12.1 Provision of Operational Information
ATC will supply the following information for landing operations:
a. runway or direction;
b. wind direction and speed, QNH and, if required, temperature and/or dew point;
c. known significant weather information, including low cloud and visibility or runway visual range;
d. the crosswind component on the runway to be used, if this equals or exceeds 8KT for single-engined aircraft or 12KT for multi-engined aircraft;
e. the tailwind component
f. aerodrome surface conditions significant to the operation including maintenance work within 23M of the runway side stripe marking;
g. birds or other hazards to aircraft; and
h. cautionary advice of wake turbulence.
When must you request alternate runway for landing if different from duty runway?
120nm from capitol city airports otw 30nm.
2.12.2 Selection of Landing Direction
The pilot in command must ensure that the nominated runway or direction is operationally suitable. If the nominated runway or direction is not suitable then ATC must be advised using the phrase “REQUIRE RUNWAY (number)”. Such a request will not result in loss of priority provided it is made:
a. before reaching 80NM (120NM for jets) from a capital city
aerodrome (including Essendon) or 30NM from other
controlled aerodromes, for arriving aircraft wholly within
controlled airspace; or
b. on first contact with ATC for arriving aircraft entering controlled airspace within the distance specified above or a control area step or a control zone.
The decision to land rests solely with the pilot in command
Downwind report, what do you do if you can’t make it till late downwind?
2.12.4 Downwind Report to Tower
Unless otherwise instructed by ATC, the pilot of an arriving or circuit training aircraft must report DOWNWIND when starting or entering the downwind leg of the traffic circuit.
If frequency congestion prevents the call being made when starting the downwind leg, the pilot must report MID-DOWNWIND or LATE-DOWNWIND as appropriate
A landing aircraft will not be permitted to cross the threshold of the runway on its final approach until:
Preceding AC departing/landing…
2.12.6.2 A landing aircraft will not be permitted to cross the threshold of the runway on its final approach until:
a. a preceding departing aircraft using the same runway:
(1) is airborne, AND
– has commenced a turn; or
– is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to manoeuvre safely in the event of a missed approach
a preceding landing aircraft using the same runway:
(1) has vacated it and is taxiing away from the runway; or
c. a preceding aircraft, using a different runway, has crossed or stopped short of the landing aircraft’s runway.
In the above situations, a landing clearance may be issued if ATC expect that the required runway separation standard will exist
Go Around and Missed Approach Procedure in VMC
2.14.1 Except as specified in ERSA for specific locations, an aircraft that is required to go around from a visual approach in VMC must initially climb on runway track, remain visual and await instructions from ATC. If the aircraft can not clear obstacles on runway track, the aircraft may turn.
2.14.2 In the event that an aircraft is unable, or does not wish, to land from an instrument approach in VMC, the aircraft must carry out the published instrument missed approach procedure for the instrument approach being flown, unless ATC directs otherwise.
What are the track keeping tolerances in controlled airspace?
Loc, NDB, DME, RNAV, visual?
Can you use these tolerances for uncleared deviations?
4.6.2 Additionally, the pilot must immediately notify ATC for any of the deviations described below:
a. where route or track guidance is provided by a localiser or
VOR - half scale deflection or more of the Course Deviation
Indicator (CDI);
b. where route or track guidance is provided by NDB - ±5° or more from the specified bearing;
c. where route or track guidance is provided by DME - ±2NM or more from the required arc;
d. where route or track guidance is provided by an area navigation system - when the aircraft cannot be maintained on the desired track plus/minus the prescribed RNP/RNAV value; and
e. when navigating by visual reference to the ground or water -more than 1NM from the cleared track.
Note: The values given above must not be interpreted as defining a sector within which the pilot is permitted to navigate or tolerances within which deviations from route or track without clearance are permitted
When GNSS integrity is not assured, the following procedures must be adopted, or you lose RAIM:
a. Aircraft tracking must be closely monitored against other on-board navigation systems.
b. The pilot in command of an aircraft must advise ATS if any of the following occurs:
(1) during an en route phase of flight — there is RAIM loss or loss of GNSS integrity for more than 5 minutes;
(2) during a terminal phase of flight — there is RAIM loss or loss of GNSS integrity;
(3) when ATS requests the provision of GNSS-derived information — RAIM or GNSS integrity is not available;
(4) when ATS grants a clearance or imposes a requirement based on GNSS-derived information — RAIM or GNSS integrity is not available;
(5) the GNSS receiver is in dead-reckoning mode, or experiences loss of its navigation function, for more than 1 minute.
c. If valid position information is lost, or non- RAIM operation exceeds 5 minutes, the GNSS information is to be considered unreliable and another means of navigation should be used until RAIM is restored and the aircraft is re-established on track.
d. Following re-establishment of RAIM, the appropriate ATS unit should be notified of RAIM restoration prior to using GNSS information. This will allow ATC to reassess the appropriate separation standards
Comm Failure AIP:
7600
All lights on
Bcast blind, 121.5..123.45
AIP 6.2.6
(5) Maintain the last assigned speed and level for a period of 60 minutes following the aircraft’s failure to report its position over a compulsory reporting point (including ADS-C flights), and thereafter adjust speed and altitude in accordance with the filed flight plan
6.2.7 In the event of lost communication, ATC shall maintain separation between the aircraft having the communication failure and other aircraft, based on the assumption that the aircraft having the communication failure will operate in accordance with the procedures in 6.2.6
What is active and passive in LAHSO?
7.3.1 LAHSO are to be considered dependent procedures, with participating aircraft classified as either:
a. active - when an aircraft is issued a hold short requirement
and is alerted about traffic on a crossing runway; or
b. passive - when an aircraft has unrestricted use of the full runway length and is alerted about traffic on a crossing runway
When must you not accept an active ‘ie hold short’ LAHSO clearance?
7.4.4 A pilot must not accept a requirement to “HOLD SHORT” unless they are qualified, has situation awareness, and has determined that the LDA is adequate for the prevailing conditions and the status of the aircraft
LAHSO requirements
Wind
Cg/vis
Time of day
Runway condition
20xwind
5tail (0wet)
TO/Land Day only
Land only Day&Night
cg MVA, vis 8km (can be reduced to 5)
If wet BA must be good from same cat AC
7.5 Conditions for LAHSO
7.5.1 LAHSO may be conducted subject to the following conditions:
a. The wind for either the active or passive runway, including
gusts, does not exceed:
(1) 20KT crosswind;
(2) 5KT tailwind on a dry runway;
(3) no tailwind when the runway is not dry.
b. A simultaneous take-off and landing is permitted by day only.
c. Simultaneous landings are permitted by day and night.
d. The ceiling is not less than the minimum vectoring altitude (MVA) for the location where LAHSO are being conducted and visibility is not less than 8KM.
e. Visibility may be reduced to 5,000M where ATC are assured of sighting the aircraft prior to a loss of the surveillance standard
f. Advice to the departing aircraft may be given separately from the take-off clearance.
g. Instructions are issued to prevent a landing aircraft from crossing the Hold-Short Line when the intersecting runway is being used by another aircraft.
h. The distance from the landing threshold to the Hold-Short Line of the intersecting runway is adequate for the performance category of the aircraft being held short.
i. ERSA Aerodromes and Facilities (FAC) and/or Runway Distance Supplement (RDS) show “LDA for LAHSO” information. Pilots must ensure that the aircraft can land safely within the LDA for LAHSO.
j. If a runway is reported as WET, the braking characteristics must have been assessed as GOOD by the pilot of an aircraft in the same performance category prior to the landing aircraft being instructed to hold short. ATC will request pilot assessments of the braking characteristics hourly where weather conditions are deteriorating or remain unchanged.
k. The landing aircraft will not be instructed to hold short when low level wind shear is reported.
l. For active participants ground based visual or electronic glide slope guidance must be available and utilised.
m. After landing, the pilot must inform ATC immediately of any difficulty in complying with the ATC requirement to hold short of a crossing runway strip
Minimum equipment RVSM?
8.3 Operational Procedures Before Entering the RVSM Flight
Level Band - RVSM Approved Aircraft
8.3.1 On each flight before entering the RVSM flight level band, pilots of RVSM-approved aircraft must check to ensure that all of the following minimum mandatory equipment is operating normally:
a. two independent primary altimetry systems,
b. a Mode C-capable SSR transponder,
c. an altitude alert system, and
d. an autopilot with height lock.
8.3.2 If any item of the minimum mandatory equipment listed in para 8.3.1 is not operating normally, a pilot must notify ATC before entering the RVSM flight level band using the phraseology “NEGATIVE RVSM” (see GEN 3.4 Sub-section 6.6 Item 2.q.)
RVSM
Failure of One Primary Altimetry System
Failure of All Primary Altimetry Systems
Failure of One Primary Altimetry System. If one of the primary altimetry systems fails, but the remaining altimetry system is functioning normally, the pilot must:
a. couple that system to the autopilot with height lock;
b. maintain increased vigilance of altitude-keeping; and
c. notify ATC of the failure using the phraseology, “FOR INFORMATION, OPERATING ON ONE PRIMARY ALTIMETER ONLY”.
8.4.3 Failure of All Primary Altimetry Systems. If all primary altimetry systems fail, or are considered unreliable, the pilot must:
a. maintain the flight level indicated on the standby altimeter (if
the aircraft is so equipped) at the time of failure or when
considered unreliable;
b. alert nearby aircraft by turning on all exterior lights and, if not in VHF contact with ATC, by broadcasting advice of the failure, position, flight level, and intentions on 121.5MHz
c. notify ATC of the failure using the phraseology “NEGATIVE RVSM” (see GEN 3.4 Sub-section 6.6 Item 2.q.) and the intended course of action.
8.4.4 In Oceanic Class A Airspace. If unable to obtain ATC clearance in a timely manner following a failure of all primary altimetry systems in oceanic Class A airspace, the pilot must proceed as follows:
a. If operationally feasible to do so, leave the assigned route or
track by turning at least 45° right or left, whenever this is
possible, taking account of adjacent routes and descend
below FL290.
b. If not operationally feasible to execute this contingency procedure, continue to alert nearby aircraft and coordinate with ATC.
8.4.5 Divergence in Primary Altimetry Systems’ Indication. If the primary altimeters diverge by more than 200FT, the pilot must proceed as follows:
a. Attempt to determine the defective system through
established “trouble shooting” procedures and/or comparing
the primary altimeter displays to the standby altimeter (as
corrected by correction card, if required).
b. If the defective system can be determined, couple the functioning altimetry system to the autopilot with height lock and proceed as in para 8.4.2.
c. If the defective system cannot be determined, proceed as in para 8.4.3
Failure of the Autopilot with Height Lock RVSM
8.4.8 Failure of the Autopilot with Height Lock. If the autopilot with height lock fails, the pilot must initiate the following actions sequentially:
a. Maintain CFL.
b. Evaluate the aircraft’s capability to maintain altitude through manual control.
c. Assess the situation regarding possible conflicting traffic.
d. Alert nearby aircraft by turning on all exterior lights and, if not in VHF contact with ATC, broadcast advice of failure, position, flight level, and intentions on 121.5MHz.
e. Notify ATC of the failure using the phraseology “NEGATIVE RVSM” (see GEN 3.4 Sub-section 6.6 Item 2.q.) and the intended course of action
8.4.9 In Oceanic Class A Airspace. Possible courses of action for the pilot following a failure of the autopilot with height lock in oceanic Class A airspace include the following:
a. Provided that the aircraft can maintain CFL, continue at that
level.
b. If the aircraft cannot maintain CFL and is unable to obtain a revised ATC clearance, leave the assigned route or track by turning 90° right or left, whenever this is possible, taking account of adjacent routes
Max speed in circuit?
9.2.3 Aircraft should not be operated in the circuit at an indicated airspeed of more than 200KT
Do recreational flights need to give way to commercial flights?
9.2.8 So as not to impede commercial aviation, pilots flying recreational or sport aircraft for their own enjoyment, or pilots flying GA aircraft for their own leisure, should consider giving way to aircraft being used for “commerce” provided that the inconvenience to their own operation is not great and it can be done safely. Operators of commercial aircraft should never expect a give way offer to be assumed or automatic. Any offer to give way must be explicit and its acceptance acknowledged
Separation Minima for Take-off class G AIP
9.3.1 An aircraft must not commence take-off until:
a. a preceding departing aircraft using the same runway has:
(1) crossed the upwind end of the runway; or
(2) commenced a turn; or
(3) if the runway is longer than 1,800M, become airborne and is at least 1,800M ahead.
b. a preceding landing aircraft using the same runway, has vacated it and is taxiing away from the runway; or
c. a preceding aircraft, using another runway, has crossed or stopped short of the take-off aircraft’s runway
Separation Minima for Landing Class G
An aircraft must not continue its approach to land beyond the threshold of the runway until:
a. a preceding departing aircraft using the same runway is
airborne and:
(1) has commenced a turn; or
(2) is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to manoeuvre safely in the event of a missed approach;
b. a preceding landing aircraft using the same runway has vacated it and is taxiing away from the runway;
c. a preceding aircraft using another runway, has crossed or stopped short of the landing aircraft’s runway
What is alternate minima for an airport without an IAP?
10.7.2.10
By day only - for aerodromes without an IAP, or that has an IAP but the pilot is unable to conduct that procedure, the alternate minima is the lowest safe altitude for the final route segment plus 500FT and a visibility of 8KM
Note: Alternate minima based on weather for night IFR operations is only para (a) above. If the planned destination aerodrome for an IFR flight by night does not have any IAP, or any IAP that the pilot can conduct, then due to para 10.7.3.1, the flight must plan for a destination alternate aerodrome. By virtue of para 10.7.1.2, the destination alternate aerodrome must have an IAP that the pilot is able to conduct, which would then result in para (a) being the applicable alternate weather minima
Do you need an alternate if flying to a PAL equipped airport?
How about using a PAL equipped airport as an alternate?
10.7.4.3 PAL. When a flight is planned to land at night at an aerodrome with PAL and standby power, provision must be made for a flight to an alternate aerodrome equipped with runway lighting unless a responsible person is in attendance to manually switch on the aerodrome lighting
10.7.4.4 Alternate Aerodromes - PAL. An aerodrome served by PAL may be nominated as an alternate aerodrome.
There is no requirement for a responsible person on the ground to be in attendance, but the aircraft must be equipped with:
a. dual VHF; or
b. single VHF and HF communications and carries 30 minutes holding fuel to allow for the alerting of ground staff in the event of a failure of the aircraft’s VHF communication
An alternate aerodrome nominated in accordance with the requirements in paras 10.7.4.2 and 10.7.4.3 need not have standby power or standby portable runway lighting
What restrictions are there flying to an airport without standby power for lights?
Alternate required, or responsible person.
10.7.4.2 Standby Power. When a flight is planned to land at night at an aerodrome with electric runway lighting, whether pilot activated or otherwise, but without standby power, provision must be made for flight to an alternate aerodrome unless portable runway lights are available and arrangements have been made for a responsible person to be in attendance during the period specified in para 10.8.1.1 (note c), to display the portable lights in the event of a failure of the primary lighting
The alternate requirements of paras 10.7.4.1 to 10.7.4.4 inclusive need not be applied if the aircraft carries holding fuel for first light plus 10 minutes at the destination
Define ‘Minimum Fuel’ declaration
The pilot in command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot in command calculates that any change to the existing clearance to that aerodrome may result in landing with less than final reserve fuel.
Note 1: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.
Note 2: Pilots should not expect any form of priority handling as a result of a “MINIMUM FUEL” declaration. ATC will, however, advise the flight crew of any additional expected delays as well as coordinate when transferring control of the aircraft to ensure other ATC units are aware of the flight’s fuel state
Define Emergency Fuel,
What is the call required if expect a normal landing?
10.9.3 Emergency Fuel
10.9.3.1 The pilot in command must declare a situation of emergency fuel by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the final reserve fuel.
Note 1: MAYDAY FUEL declaration is a distress message.
Note 2: In circumstances where a normal approach and landing is expected and the pilot assesses there is no requirement for emergency services, ATS should be so advised as early as possible e.g. “EXPECTING NORMAL APPROACH AND LANDING, EMERGENCY SERVICES NOT REQUIRED
When should you report braking action on landing?
At a controlled aerodrome, section 3 (braking action) should be reported when encountered runway braking action is not as good as reported.
Define moderate and severe icing.
Moderate: Conditions in which a change of heading and/ or altitude may be considered desirable.
– Severe: Conditions in which immediate change of heading and/or altitude is considered essential
Cat C and Cat D performance cat?
C speeds from 121KT to 140KT IAS.
D speeds from 141KT to 165KT IAS.
1.2.2 An aircraft must fit into and be operated in accordance with the requirements of only one category. An aircraft:
a. may not reduce category because of reduced operating
weight, but
b. must increase category when actual handling speeds are in-excess of those for category (based on Vat) detailed at section
1.15
Light signals
Steady green
steady red
flash green
flash red
white flash
What do flashing runway or taxilights mean re light signals?
Light Signals to Vehicles and Pedestrians
Flashing runway or taxiway lighting:
Vacate the runway or taxiway and observe the tower for light signal
This is basically an emergency signal if ground traffic hasn’t observed normal light signals:
