AUS IFR, JQ OM, LAW Flashcards
Holding outbound time/distance
The outbound leg must be no longer than:
- Up to and including FL140 – 1 minute or the time or distance limit specified on the chart.
- Above FL140 – 1.5 minutes or the time or distance limit specified on the chart.
Holding max speeds
230kt below FL140
240kt FL140-200
265kt above FL200
Cat B/C circling area
- 2nm B
5. 28nm C
Cat C speeds
Vat 121 - 140 Iaf 160 - 240 Faf 115 - 160 Circling 180 Missed approach 240
Engine starting/operating distance minimum
5m of sealed buildings
8m of other aircraft
15m of unsealed buildings/public areas
Minimum distance between aircraft during ground ops
Behind exhaust outlet axis +- 15 degrees:
30m - normal slow taxi thrust
46m - initial movement thrust
Half for turboprops
Ground operation of Radar Equipment
37m clear of Aircraft being refuelled or defuelled Fuel tankers/tanks Persons or cargo Other aircraft
75% less with beam attenuating device
APU start while refuelling
Permitted as long as:
APU has not failed to start
APU has not been auto-shutdown
APU must be shut down in case of fuel spill
Non ETOPS suitable airport requirement (distance and time) A320
1hr / 427nm
When is a take off alternate airport required?
A Suitable Airport meeting the following criteria is required whenever:
(1) The weather conditions at the departure airport are below the lowest appropriate published landing minima; or
(2) Other operational conditions exist that would preclude a return to the departure airport.
Definition of a wet runway
A runway is considered to be wet when the runway surface is covered with water, slush, dry snow or wet snow, with a depth less than or equal to 3 millimetres, or when there is a sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.
Definition of a Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following:
Surface water, slush, dry snow or wet snow more than 3 millimetres.
Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow): or
Ice, including wet ice.
First segment climb, screen heights
First Segment – Screen height to Gear UP.
(a) Gear retracting.
(b) TO Flap/Slat.
(c) TO Thrust.
(d) V2 speed from 35 feet (dry)/15 ft (wet) to gear UP.
Second Segment Climb
Second Segment – Gear UP to start of level off.
a) Gear UP.
(b) TO Flap/Slat.
(c) TO Thrust.
(d) V2 speed (constant KIAS
Third Segment Climb
Third Segment – Level flight Flap/Slat retraction.
(a) Gear UP.
(b) Flaps and slats retracting.
(c) TO thrust.
(d) Acceleration to green dot speed.
Final Segment Climb
Final Segment – Clean configuration Climb Segment.
(a) Gear UP.
(b) Flaps and Slats retracted.
(c) Maximum Continuous Thrust.
(d) Green dot speed.
Thunderstorm Avoidance
Takeoff - 5nm Above 0 degrees C - 5nm Below 0 degrees C - 10nm Above FL250 - 20nm Landing and approach - 5nm
Weather holding fuel calculated at altitude?
FL200
Traffic holding fuel calculated at altitude?
FL200
Fixed Reserve A320? 2eng/1eng
Fixed reserve fuel calculated as 30 minutes of holding fuel at 1500 ft. It is the minimum fuel required to be in tanks at the completion of the landing roll. Single engine fixed reserve (CP1) fuel is calculated as 10 minutes of holding fuel at the engine-out consumption rate, at 1500 ft.
TCAS radio calls
a. TCAS RA
c. CLEAR OF CONFLICT RETURNING
TO (assigned clearance)
e. CLEAR OF CONFLICT (assigned
clearance) RESUMED
After what point is maneuvering in a DME arrival prohibited?
FAF
DGA track tolerances (aid to gps track indication)
NDB > 6.9 degrees and
VOR > 5.2 degrees
Day visual approach criteria
By Day — Within 30 NM of that airport at an altitude not below the LSALT/MSA for the route
segment, the appropriate step of the DME or GPS Arrival Procedure, or the MDA for the procedure being flown, the aircraft is established:
1. clear of cloud;
2. in sight of ground or water;
3. with a flight visibility not less than 5000m or, in the case of a helicopter, is able to proceed under helicopter VMC, or the airport is in sight; and
4. subsequently can maintain (1), (2) and (3) at an altitude not less than the minimum prescribed for VFR flight (CAR 157), to within the circling area
Night visual approach criteria
By Night — At an altitude not below the LSALT/MSA for the route segment, the appropriate
step of the DME or GPS Arrival procedure, or the MDA for the procedure being flown, the
aircraft is established:
1. clear of cloud;
2. in sight of ground or water;
3. with a flight visibility not less than 5000m; and
4. within the circling area or VAA-H, as applicable; or
5. within 5 NM (7 NM for a runway equipped with an ILS) of that airport aligned with the
runway centerline and established not below “on slope” on the T-VASIS or PAPI; or
6. within 10 NM (14 NM for runways 16L and 34L at Sydney Intl) of that airport, established not below the ILS glide path with less than full scale azimuth deflection.
NOTE: Reference to circling area in this section includes the circling area for the category of aircraft or a higher category where the limitations of the higher category are complied with.
Day visual approach authorisation requirements
By day when:
– the aircraft is within 30 NM of the aerodrome; and
– the pilot has established and can continue flight to the aerodrome with continuous
visual reference to the ground or water; and
– visibility along the flight path is not less than 5000m, or for helicopters 800m, or the
aerodrome is in sight.
Night visual approach authorisation requirements
By night when:
– the pilot has established and can continue flight to the aerodrome with continuous
visual reference to the ground or water; and
– visibility along the flight path is not less than 5000m; and
– the aircraft is within 30 NM of the aerodrome; or
– receiving an ATS surveillance service, the flight has been assigned the minimum
vector altitude (MVA) and given heading or tracking instructions to intercept final or to
position the aircraft within the circling area of the aerodrome.