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Air Law 2 > Air Law 2 > Flashcards

Air Law 2 Flashcards

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1
Q

What is IFR?

A

Instrument flight means flight during which an aircraft is piloted solely by reference to instruments and without reference to external points.

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2
Q

Define IMC Actual?

A

Any portion of a sortie flown with sole reference to instruments, due to the actual environmental conditions

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3
Q

Define IMC Simulated?

A

Any portion of a sortie flown under simulated instrument conditions where the pilot controls the aircraft with sole reference to instruments (using cloud vision restrictor)

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4
Q

What are the circling approach clearances?
AOB?
Speed?

A 
Determined by drawing arcs from the threshold of each usable runway
2.66nm radius
20° AOB average or rate one -less
IAW with circling minima
Max Speed 135
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5
Q

Separation for IFR aircraft

A 
Class C	IFR-IFR
                IFR-VFR
                IFR-SVFR
Class D	IFR-IFR (not during class D daylight hours – when flights have been cleared to climb/descend maintaining own separation VMC)
                 IFR - SVFR
Class G	N/A
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6
Q

Methods of horizontal separation used by ATC

A

Radar
Geographical
Latitudinal
Longitudinal

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7
Q

Own separation VMC – requirements and use

A 
Class D only
Must be requested by the pilot
Day only
Radar control service is not available
Flight below 10,000ft
Pilots of both aircraft agree
Essential traffic information is passed
The flights are on the same ATC frequency
No other flights are affected
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8
Q

Definition of MILSEP

A

Operations at less than the promulgated IFR separation minimums from other military aircraft or formations

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9
Q

Horizontal separation provided by radar – primary & secondary

A

5nm (when wake turb is not a factor)
Reduced
- 3nm (Inside 60nm Auckland, Ohakea, Wellington, or Christchurch aerodromes CONTROLLED AIRSPACE or 60nm Te Weraiti)
- when aircraft on reciprocal tracks have passed and their radar position symbols have separated, radar separation exists

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10
Q

Rate of turn expected by atc

A

Generally all turns are made at a bank angle of 25°, or a rate of 3° per second, whichever requires the lesser bank.
Missed approach the minimum 15°
SID- assuming an average achieved bank angle of 15°
Circling- 20° average achieved bank angle or the bank angle producing turn rate of 3° per second- lesser

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11
Q

Rate of turn expected by ATC
SID
MISSED APPROACH
CIRCLING

A

Generally all turns are made at a bank angle of 25°, or a rate of 3° per second, whichever requires the lesser bank.
Missed approach the minimum 15°
SID- assuming an average achieved bank angle of 15°
Circling- 20° average achieved bank angle or the bank angle producing turn rate of 3° per second- lesser

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12
Q

Radar Cloud Break

A

Minima = Cloud ceiling 2500ft (and vis 5km if only have a provisional rating)
For 5m final or 3m initial B&B

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13
Q

Primary/Secondary reason for instrument approach

A
  1. Land in bad weather

2. Provide routing in the event of comms failure

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14
Q

Factors considered when designing IFR departures

A 
Terrain surrounding the aerodrome
Siting of the navigational aids
Type of navigational aids
Surrounding airspace restrictions
Traffic flow
Noise abatement
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15
Q

Climb Gradients

A

Min 3.3%

200’/nm

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16
Q

Obstacle clearance for SID, height before turn

A

16ft above DER, 400ft climb before commencing turn

17
Q 
Speed Restrictions
SID
Initial APP
Final APP
Circling
Missed
Holding
Reversal
Vat
A 
SID	165
Initial approach	120-180
Final approach	85-130
Circling approach	135
Missed Approach	150
Holding	170 below 14,000ft
Reversal	140
VAT	91-120
18
Q

IFTO Minima

A

Weather must be:
At or above weather minima for takeoff IAW OP DATA in AD 2 for that AD OR
If not detailed in AD 2 – minimum 300ft ceiling, 1500m vis

Reduced Takeoff Minima:
0ft Cloud ceiling, 800m vis
Requires:
1.	Centreline marking or lighting
2.	Vis is confirmed by the pilot by observation of centreline marking or lighting
3.	AD2 allows it
4.	Obstacles taken into account
5.	Two-engine prop must have autofeather or autocoarse
19
Q

MSA

A

Minimum safe altitude is the altitude that will provide 1000ft obstacle clearance within 5nm of planned route, increased to 2000ft in mountainous areas

20
Q

MRA

A

The lowest altitude on an VOR route to ensure acceptable navigational signal coverage

21
Q

MEA

A

The lowest altitude on an NDB route to ensure acceptable navigational signal coverage

22
Q

MFA

A

(a) Route Minimum Safe Altitude (MSA).
(b) Minimum Reception Altitude (MRA) for a VOR sector.
(c) Minimum Enroute Altitude (MEA) for an NDB sector.
(d) Volcanic Hazard Zone upper limit.
(e) Danger or Restricted Area upper limit, where an appropriate
separation buffer is added — refer to ENR 1.1.

23
Q

Cruising Levels

A

NOSE
IFR 1000
VFR+500

24
Q

Approach Segments

A 
Arrival
Initial Approach
Intermediate Approach
Final Approach
Missed Approach
25
Q

Non-precision Approaches

A 
VOR
VOR/DME
NDB
NDB/DME
LOC
RNAV
26
Q

MDA

A

The Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH) is a specified altitude or height in a Non-Precision Approach or Circling Approach below which descent must not be made without the required visual reference.
MDA → mean sea level
MDH → aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation.
An MDH for a circling approach is referenced to the aerodrome elevation.

27
Q

Holding Speeds

A

Below 14000’ – 170KIAS Cat B

Above 14000’ – 240KIAS

28
Q

Methods of Entering the Hold

A

Sector 1, 2, 3 Parallel, Offset, Direct

29
Q

Considerations for conflict in circuit of uncontrolled airspace

A

Where a traffic confliction is likely, descent in IMC should be restricted to 1200ft above aerodrome elevation.
Required to follow RT procedures for unattended aerodromes
Do not infringe minimum altitude
Must satisfy yourself that you can integrate with circuit traffic with a min vis of 1500m

30
Q

Remote QNH

A

If QNH is not available - Add 5 ft to the MDA for every 1 NM in excess of 5 NM from the
source of the QNH
(NM-5)x5 = extra to MDA

31
Q

Requirement to nominate an alternate

A

Must list an alt unless:
Intended landing aerodrome has a published inst approach in AIP
AND
+- 1hour met is forecast to be better than 1000ft above approach to be used and vis 5km or 2km greater than published minimum

32
Q

Requirement for alternate airfield

A

Non-Precision
800 ceiling/200 above MDA/MDH
4000/1500 vis

Precision
600 ceiling/200 above MDA/MDH
3000/1000 VIS

33
Q

Fuel Planning

A
  1. Ground Handling Fuel. 50 lbs
  2. Minimum Fuel. 100 lbs.
  3. Pre Take-Off Fuel. 50 lbs.
  4. En route Fuel. As calculated using the Aircraft Flight Manual (AFM).
  5. Diversion Fuel. If required, to include:
  6. missed approach at destination, plus
  7. transit to alternate, plus
  8. approach at alternate, plus
  9. Holding Fuel. 100 lbs (15 minutes at 400 PPH).
  10. Contingency Fuel. Five percent of en route fuel and five percent of diversion fuel.
  11. Approach and Landing Fuel. 70 lbs for full instrument approach only
34
Q

Describe PBN

A

PBN is a shift from conventional ground-based navigational aids and procedures to satellite based navigational aids and area navigation procedures, which are more accurate and allow for shorter, more direct routes.

35
Q

RNP 1 with regard to lateral tracking

A

It means the aircraft will stay within 1nm of the centre of the track for 95% of the time and within 2nm of the track centre for 100% of the time

36
Q

Lighting Abbreviations

A

REIL
REDL
RCLL

37
Q

Pilot Activated Lighting

A

Activation
Five rapid and short transmissions, collectively not exceeding three seconds.
Brilliance and runway selection
After a ten second warm up when first turned on, the lights switch to full brightness. To change intensity, repeat the activation sequence but hold the button down on the last transmission. The lighting intensity will continuously cycle until the transmit button is released. Where alternative runways are available the cycling will include changing to the next runway(s) and cycling their brilliance before starting the cycle again.
Re-activation
At any time a single transmission will reset the lighting timer for a further 20 minutes. Note: There is no warning prior to the lights turning off.

38
Q

Types of Departures

A

(a) a published instrument departure procedure;
(b) a climb on track above enroute descent (distance) or VORSEC chart
steps
(c) a specified track, radar heading or radar SID or heading within an
evaluated climb sector;
(d) departure under radar control
(e) a visual departure by day only, having due regard to prevailing MET
conditions

Air Law 2 (1 decks)

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