IFR Instrument Proficiency Check Flashcards
What are the classes of aircraft?
- single-engine aeroplane
- multi-engine aeroplane
- single-engine helicopter
- single-engine gyroplane
- airship
What is the scaling of the GPS modes?
Enroute (ENR): 2nm scaling
Terminal (TERM): 1nm scaling (active within 30nm if an approach is loaded in the GPS)
Approach (APP): 0.3 - 0.06nm scaling (active by the FAF and scales down closer to the MAP and only active if an approach is loaded in the GPS)
When must a missed approach be conducted?
So Not Visual ROFL
- Straight-in landing can not be effected and a circling approach can not be made under the conditions, equal to or better than, those specified for circling
- Not visual when you reach the DA/RA height or MAP
- RAIM warning or loss of RAIM after the IAF
- Outside tolerance during the final segment
- Failure of aid or suspect aid and below MSA
- Lost visual reference during circling
List required lighting for IFR Freight Charter and IFR Passenger Charter
IPLNABET IFR Freight Charter Instrument lights Pilot and passenger compartment lights Landing light Navigation lights Anti-collision lights Beacon Emergency lighting Torch for each crew member IFR Passenger Charter requires an additional landing light
How do you calculate an adjusted DA/RA or MDA when unable to achieve Missed Approach climb gradient
With all engines operating, CAO 20.7.4 requires aircraft to achieve a 3.2% climb gradient for a missed approach. When considering one engine inoperative situations though, the CAO requirement is just 1%. Use the aircraft’s manuals to determine gradients achievable in the missed approach. When the missed approach climb gradient of 2.5% cannot be achieved, a new MDA or DA can be determined using the following:
n = c - (x / y x c)
n = height to add to published MDA or DA
c = climb height from published MDA or DA to TOC (MAP)
x = actual ROC or % gradient
y = required ROC or % gradient
When may a pilot descend an aircraft below the circling MDA?
During visual circling, descent below the circling MDA may only occur when the pilot:
- Maintains the aircraft within the circling area
- Maintains a visibility along the intended flight path not less that the minimum specified on the chart for the procedure
- Maintains visual contact with the landing runway environment
Then the pilot may:
- By day and when obstacles can be seen: Descend below MDA from any position within the circling area to an altitude that maintains obstacle clearance (OCA) not less than that required for the aircraft performance category.
- By night: From a position within the circling area on the downwind, base or final leg, complete a continuous descent from MDA to the threshold using rates of descent and manoeuvres normal to the aircraft type.
In any case, the aircraft must not descend below obstacle clearance until aligned with the landing runway.
- Circling must have been included in your last IPC
- Must be within the circling area (Cat B: 2.66nm)
- Satisfied you have the required visibility as published on plate
- You have the runway approach environment in sight
- Able to fly the rest of the flight path without excessive rates of descent or erratic manoeuvres
- Maintain visual contact with the runway
- You must not descend until you have intercepted your normal approach path
What are the CAT B Approach Speeds?
V(at threshold): 91-120 Initial + Intermediate: 120-180 (140 max if conducting a reversal procedure) Final: 85-130 Circling: 135 Missed Approach: 150
What are the Holding speeds?
Up to and including FL140: 230 (170 if approach is limited to Cat A+B aircraft)
FL140-FL200: 240
Above FL200: 265
What is required to satisfy a Ramp Check
POH + MR License + Medical Flight Plan + Alternates Weather + NOTAMs Current Maps and Charts Weight + Balance
What are the categories of aircraft?
- aeroplane
- helicopter
- powered-lift aircraft
- gyroplane
- airship
List the required INSTRUMENTS for IFR Freight Charter and IFR Passenger Charter
AATTCCVVPAD + AAC IFR Freight Charter: - Airspeed Indicator - Altimeter - Turn + Slip Indicator - Temperature Gauge - Compass - Clock - Vertical Speed Indicator - Vacuum Gauge - Pitot Heat - Artificial Horizon - Directional Gyro
IFR Passenger Charter (additional instruments):
- Artificial Horizon
- Altimeter
- Clock must be fitted to the aircraft
Airspeed Indicator, Altimeter and Vertical Speed Indicator must be connected to an alternate static source or dual flush mounted static sources.
Turn + Slip Indicator, Artificial Horizon and Directional Gyro must have duplicated power source. The Turn + Slip Indicator may be powered by an independent source.
CAO 20.18 Para 7 – Assigned altitude indicator
- 1 Piston-engined aircraft and unpressurised turbine engine aircraft operating above 15,000 feet in CTA under IFR (except Night VFR) shall be equipped with an altitude alerting system.
- 3 Unless equipped with an altitude alerting system, an aircraft operating in CTA under IFR (except Night VFR) shall be equipped with an assigned altitude indicator.
Recent Experience Requirements
To fly under the IFR: Must have conducted at least three instrument approach operations within the previous 90 days.
To pilot an aircraft of a particular category: Must have conducted at least one instrument approach operation in an aircraft of the same category within the previous 90 days.
2D approach: Must have conducted at least one 2D instrument approach within the previous 90 days.
3D approach: Must have conducted at least one 3D instrument approach within the previous 90 days.
Azimuth guidance: Must have conducted at least one 2D instrument approach using azimuth guidance within the previous 90 days.
Course deviation indicator: Must have conducted at least one instrument approach using a CDI within the previous 90 days.
All of the above recent experience requirements are considered to be met if the holder:
- the holder has successfully completed an operator proficiency check that covers IFR operations within the previous 3 months; or
- the holder is successfully participating in an operator’s training and checking system for an IFR operation.
Single Pilot Recency:
(1) The holder of an instrument rating is authorised to pilot an aircraft under the IFR in a single-pilot operation only if the holder has conducted a flight or simulated flight under the IFR in a single-pilot operation within the previous 6 months.
(2) For subregulation (1), the flight or simulated flight must:
(a) have a duration of at least one hour; and
(b) include at least one instrument approach or simulated instrument approach.
What is the validity of an IPC?
An instrument proficiency check is valid:
- From the month the holder passes the flight test to the end of the 12th month after the month in which the holder passes the flight test, or,
- For the period during which the holder is successfully participating in an operator’s training and checking system for an IFR operation in the relevant aircraft.
If the holder successfully completes an instrument proficiency check for the relevant aircraft within 3 months before the validity of the existing check expires, then the instrument proficiency check is valid to the end of the 12th month after the validity of the existing check.
Privileges and Limitations of an Instrument Rating
PRIVILEGES
The holder of an instrument rating is authorised to pilot an aircraft:
(a) under the IFR; or
(b) at night under the VFR.
LIMITATIONS
The holder of an instrument rating is authorised to:
- conduct an instrument approach only if that aircraft is equipped for that kind of operation;
- pilot an aircraft in a single-pilot operation under the IFR only if, at some time in the past, the holder has passed an instrument rating flight test in a single-pilot aircraft or has completed an instrument proficiency check in a single-pilot aircraft;
- conduct a circling approach under the IFR only if:
- the holder passed the instrument rating flight test within the previous 12 months and that flight test included a circling approach; or
- the holder’s most recent instrument proficiency check (or operator’s proficiency check that covers IFR operations and is conducted by a flight examiner who holds an instrument rating flight test endorsement) included a circling approach; or
- the holder is successfully participating in an operator’s training and checking system for an operation that includes circling approaches;
- conduct an instrument approach only if that holder has completed training in the conduct of that instrument approach and has demonstrated competence to CASA or an examiner.
Communications Failure if VFR in Class G Airspace?
If VFR in Class G Airspace
a. Remain in VMC.
b. Broadcast Intentions (prefix “TRANSMITTING BLIND”).
c. Remain VFR in Class G airspace and land at the nearest suitable aerodrome.
d. Report arrival to ATS if on SARTIME or reporting schedules
(SAR 1800 815 257).
If in Controlled/Restricted Airspace or IFR in any airspace
a. Squawk 7600
b. Listen out on ATIS and/or voice modulated NAVAIDs.
c. Transmit intentions and make normal position reports (assume transmitter is operating and prefix calls with “TRANSMITTING BLIND”).
AND
if in VMC and are certain of maintaining VMC
a. Stay in VMC and land at the most suitable aerodrome (note special procedures if proceeding to a Class D).
OR
If in IMC or are uncertain of maintaining VMC
b. If no clearance limit received and acknowledged, proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level.
c. If a clearance limit involving an altitude or route restriction has been received and acknowledged:
i. maintain last assigned level, or MSA if higher, for three minutes and/or
ii. hold at nominated location for three minutes, then
iii. proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level.
d. If receiving an ATS surveillance service:
i. climb to MSA/LSALT, and,
ii. if being vectored, maintain last assigned vector for two minutes, then
iii. proceed in accordance with the latest ATC route clearance acknowledged.
e. If holding:
i. fly one more complete holding pattern, then
ii. proceed in accordance with the latest ATC route clearance acknowledged.
Destination Procedures:
a. Track to the destination in accordance with flight plan (amended by the latest ATC clearance acknowledged, if applicable).
b. Commence descent in accordance with standard operating procedures or flight plan.
c. Descend to the initial approach altitude for the most suitable approach aid in accordance with the published procedures.
d. Carry out the approach to the prescribed minima.
Actions at Minima
a. If visual at the minima at an uncontrolled aerodrome, continue to land provided that a safe landing can be accomplished If visual at the minima at a controlled aerodrome continue to land provided that a clearance to land is received via a voice modulated NAVAID and/or light signal from the Tower.
b. If not visual at the minima, depart for a suitable alternate aerodrome.
c. If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out additional approaches until visual.
d. Certain Class D aerodromes have specific communications failure procedures which are shown at each aerodrome entry in the FAC section
Communications Failure if in Controlled/Restricted Airspace or IFR in any Airspace?
If in Controlled/Restricted Airspace or IFR in any airspace
a. Squawk 7600
b. Listen out on ATIS and/or voice modulated NAVAIDs.
c. Transmit intentions and make normal position reports (assume transmitter is operating and prefix calls with “TRANSMITTING BLIND”).
AND
if in VMC and are certain of maintaining VMC
a. Stay in VMC and land at the most suitable aerodrome (note special procedures if proceeding to a Class D).
OR
If in IMC or are uncertain of maintaining VMC
b. If no clearance limit received and acknowledged, proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level.
c. If a clearance limit involving an altitude or route restriction has been received and acknowledged:
i. maintain last assigned level, or MSA if higher, for (3) three minutes and/or
ii. hold at nominated location for (3) three minutes, then
iii. proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level.
d. If receiving an ATS surveillance service:
i. climb to MSA/LSALT, and,
ii. if being vectored, maintain last assigned vector for two minutes, then
iii. proceed in accordance with the latest ATC route clearance acknowledged.
e. If holding:
i. fly (1) one more complete holding pattern, then
ii. proceed in accordance with the latest ATC route clearance acknowledged.
Destination Procedures:
a. Track to the destination in accordance with flight plan (amended by the latest ATC clearance acknowledged, if applicable).
b. Commence descent in accordance with standard operating procedures or flight plan.
c. Descend to the initial approach altitude for the most suitable approach aid in accordance with the published procedures.
d. Carry out the approach to the prescribed minima.
Actions at Minima
a. If visual at the minima at an uncontrolled aerodrome, continue to land provided that a safe landing can be accomplished If visual at the minima at a controlled aerodrome continue to land provided that a clearance to land is received via a voice modulated NAVAID and/or light signal from the Tower.
b. If not visual at the minima, depart for a suitable alternate aerodrome.
c. If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out additional approaches until visual.
d. Certain Class D aerodromes have specific communications failure procedures which are shown at each aerodrome entry in the FAC section
When can an aircraft descend below the LSALT / MSA?
Don’t Venture In Too Close
- DME GPS Arrival
- Vectored by Radar
- Instrument Approach
- Thirty miles by day (VMC: clear of cloud, 5km VIS, in sight of ground or water)
- Circling area by night or 5nm on PAPI/VASIS, 7nm on PAPI/VASIS if the runway has an ILS, 10nm if established not below on-slope utilising the ILS
+ On-departure on climb to LSALT
What are the Holding Times?
Up to and including FL140: 1 minute
Above FL140: 1.5 minutes
Landing Distance Required?
Using charts for short dry grass, and approaching at a speed not less than 1.3 Vs maintained to 50 ft, come to a complete stop from 50 ft within the achievable distance multiplied by:
(a) 1.15 for MTOW of 2,000 kg or less;
(b) 1.43 for MTOW of 4,500 kg or greater;
(c) Between 2,000 kg and 4,500 kg, use linear interpolation
Note: If using an approved foreign flight manual or a manufacturer’s data manual, the above factors may already be included in the data. CAO 20.7.4 Para 10.3
En-route Climb Performance Requirements for Multi-Engine Aeroplanes engaged in Charter Operations under the IFR or Aerial Work Operations under the IFR?
Multi-engine aeroplanes engaged in Charter operations under the IFR or aerial work operations under the IFR:
1% at all heights up to 5,000 ft in the standard atmosphere in the following configuration:
(a) Critical engine failure
(b) Propeller of inoperative engine stopped
(c) Undercarriage and flaps retracted
(d) Remaining engine at maximum continuous power
(e) Airspeed not less than 1.2 VS
Note: Missed approaches are designed to a climb gradient of 2.5% and adjusting an MDA or DA should be considered to ensure terrain clearance in the missed approach.
Multi-engine aeroplanes engaged in all other operations:
Must have ability to maintain height at all heights up to 5,000 feet in the standard atmosphere in the following configuration:
(a) Critical engine failure
(b) Propeller of inoperative engine stopped
(c) Undercarriage and flaps retracted
(d) Remaining engine at maximum continuous power
(e) Airspeed not less than 1.2 VS
