Instrument Rating Flashcards
What are the privileges of a Command Instrument Rating (CIR)?
A command (multi-engine helicopter) grade of instrument rating authorises the holder of the rating to fly a helicopter as pilot in command or co-pilot, while the helicopter is flying under the I.F.R.
CAO 40.2.1 (13.3.1)
What are the privileges of a Co-Pilot Instrument Rating (CPIR)?
A co-pilot (helicopter) grade of instrument rating authorises the holder of the rating to fly a helicopter as co-pilot of a helicopter for which the licence is valid while the helicopter is flying under the I.F.R.
CAO 40.2.1 (13.3.3)
What are the ranges of handling speeds during an approach for Category A aircraft?
Initial Approach: 90-150kts
Final Approach: 70-100kts
Maximum speed for a Missed Approach: 110kts
AIP ENR 1.5 (1.15)
What is the minimum obstacle clearance requirements and size of a Circling Area for a Category A aircraft?
Minimum obstacle clearance is 300ft.
The circling area is determined by drawing an arc centered on the threshold of each usable runway and joining these arcs by tangents. The radius for a Category A aircraft is 1.68NM.
AIP ENR 1.5 (1.7.3)
When must a Missed Approach (Standard Procedure) be executed?
A missed approach must be executed if:
a. During the final segment of an instrument approach, the aircraft
is not maintained within the applicable navigation tolerance for
the aid in use; or
b. During an instrument approach and below MSA (as specified
on the IAL chart) the performance of the radio aid becomes
suspect, or the radio aid fails; or
c. Visual reference is not established at or before reaching the
MAPT (non-precision) or DA/RH (precision) from which the
missed approach procedure commences; or
d. A landing cannot be effected from a runway approach, unless a circling approach can be conducted in weather conditions
equal to or better than those specified for circling; or
e. Visual reference is lost while circling to land from an instrument approach.
Note 1: For the purpose of this paragraph “visual reference” means the runway threshold, or approach lights or other markings identifiable with the landing runway clearly visible to the pilot.
AIP ENR 1.5 (1.10)
What is the minimum obstacle clearance gradient required during a Missed approach?
The missed approach is designed to provide a minimum obstacle clearance of 100FT to an aircraft climbing along the specified missed approach path at a gradient of 2.5% (152FT/NM) from the MAPT (non-precision) or DA/RH (precision) from which the missed approach procedure commences. If this missed approach climb gradient cannot be achieved the DA, MDA or RH should be increased, or other action taken to achieve the required obstacle clearance along the specified missed approach flight path.
AIP ENR 1.5 (1.10.1)
What bank angles / rate of turn are approach procedures based on?
Procedures are based on a bank angle of 25, or a bank angle which will produce a Rate One turn, whichever is less.
AIP ENR 1.5 (1.22.1)
What are the Takeoff minima’s for IFR helicopters?
The takeoff minima for multi-engine IFR helicopter operating in accordance with PC1 or PC2 procedures are:
a. Cloud Ceiling: Clear of cloud until attaining Vyse or Vmin IMC which ever is greater. Also for helicopters operating in PC2, passing the defined point after takeoff.
b. RVR / VIS: 800M; 550M if the relevant runway or helicopter landing site has illuminated edge lighting at spacing intervals not exceeding 60M; and centerline lighting or centerline markings.
All other helicopters: Cloud Ceiling of 500ft and an RVR / VIS of 800M
AIP ENR 1.5 (4.5.2)
If an Instrument Approach chart has a shaded background in the minima title, can these minima’s be reduced? And if so, when and by how much?
These minima may be reduced by 100FT whenever an actual aerodrome QNH is set. Approved sources of actual QNH are ATC, ATIS, AWIS and CASA-approved meteorological observers. An actual aerodrome QNH obtained from an approved source is valid for a period of 15 minutes from the time of receipt (Note: METAR QNH does not meet this requirement).
AIP ENR 1.5 (6.2.1)
What does it mean when an aerodrome minima is identified by a double asterisk? And what is the minimum number of navaids required to be carried in the aircraft for this procedure?
A double asterisk adjacent to the ALTERNATE title on applicable instrument approach charts identifies “Special Alternate Weather Minima’s”, and a note detailing the special minima. These special alternate minima will not be available (minima will revert to the standard alternate minima) during periods when:
a. Local METAR / SPECI or forecasting services are not available;
b. Or an aerodrome control service is not provided.
Special alternate weather minima are available for specified approaches at some aerodromes for use by aircraft with dual ILS/ VOR approach capability; ie, with duplicated LOC, G/P, marker and VOR receivers. The requirement for duplicated marker receivers may be satisfied by one marker receiver and DME. (The assumption is that such aircraft will also have two ADF systems, when an NDB is used for the ILS).
AIP ENR 1.5 (6.1 & 6.2)
Can a pilot of an IFR aircraft operating from an aerodrome out side controlled airspace (OCTA), depart without contacting ATS on the ground when taxiing?
The pilot of an IFR aircraft operating from a non-towered aerodrome must attempt to contact ATS on VHF or HF when taxiing. If the pilot is unable to establish contact, the flight may proceed on a broadcast basis provided contact is established as soon as possible after takeoff, and in the case of an RPT, CHTR or AWK flight, the pilot is assured of radio contact with his or her operator, or a representative of his or her operator who has immediate access to a serviceable telephone, until contact is made with ATS, or for flights other than RPT, a SARTIME for departure has been established with a maximum of 30 minutes from ETD.
An IFR departure report is not sufficient to cancel a SARTIME for Departure. Pilots who have nominated a SARTIME for Departure must use the phrase ’CANCEL SARTIME’ with the departure report.
AIP ENR 1.1 (40.1 & 52.3.4)
Can a pilot make a DME or GPS arrival if he or she is not endorsed with DGA on their instrument rating?
No. A person choosing to conduct a DME or GPS arrival procedure must have a DGA approval endorsed into their personal logbook.
Once a DGA procedure had been endorsed into a pilot’s logbook, it does not have to be renewed each year and remains in effect while that person continues to hold an instrument rating.
CAO 40.2.1
When must a pilot plan for an alternate aerodrome?
A pilot in command must make provision for flight to an alternate aerodrome, when required, in accordance with the following paragraphs.
Weather:
a. When an aerodrome forecast is not available or is “provisional”
b. Except when operating an aircraft under the VFR by day within 50NM of the point of departure: - An alternate is required if the ETA is during or up to 30 minutes prior to, or 30 minutes after, cloud more than SCT below alternate minima, the VIS is below alternate minima, the VIS has a % probability of fog, mist, dust, smoke or any other phenomenon restricting visibility below alternate minima, or if the winds exceed crosswind / downwind limits of the aircraft.
c. Thunderstorms
d. ETA is during or up to 30 minutes prior to, or 30 minutes after a forecast INTER / TEMPO which is below alternate minima. (Alternate not required if carrying an extra 30 / 60 minutes holding fuel)
Runway Lighting:
a. Portable Lighting: Must have a responsible person in attendance during the required period otherwise an alternate is required.
b. Electric Lighting: If there is no standby power, then you must plan for an alternate aerodrome unless you have a responsible person on standby with portable lighting.
c. PAL Lighting: You must plan for an alternate aerodrome unless you have a responsible person on standby to manually switch on the lights
Note 1: If an alternate has PAL, then a responsible person is not required as long as the aircraft has dual VHF (or 1 VHF + 1 HF) with 30 minutes of holding fuel.
Note 2: The alternate requirements need not be applied if the aircraft carries holding fuel for first light plus 10 minutes at the destination.
Note 3: The pilot in command or operator must ensure that arrangements for a responsible person have been made for the lighting to be operating during the following periods:
a. Departure: from at least 10 minutes before ETD to at least 30 minutes after takeoff.
b. Arrival: from at least 30 minutes before ETA to the time landing and taxiing has been completed.
Navaids:
A flight which is planned to be conducted under the IFR on the last
route segment to its destination must provide for a suitable alternate aerodrome, unless:
a. For Regular Public Transport and Charter operations:
(1) The destination is served by a radio navigation aid for which an instrument approach procedure has been prescribed and the aircraft is fitted with two independent and separate radio navigation systems, each of which is capable of using the aid; or
(2) The destination is served by two radio navigation aids for which independent and separate instrument approach procedures have been prescribed and the aircraft is fitted with independent and separate radio navigation systems capable of using these aids;
b. For Aerial Work and Private operations:
the destination is served by a radio navigation aid for which an instrument approach procedure has been prescribed and the aircraft is fitted with the radio navigation system capable of using the aid.
AIP ENR 1.1 (58.1 – 58.4.8)
What are the alternate minima’s for VFR and IFR flights?
For flight by aeroplanes under the VFR (day or night) and helicopters operating under the VFR at night, the alternate minima are a ceiling of cloud more than SCT below 1,500FT and a visibility of 8,000M.
When operating a helicopter under the VFR, and the use of helicopter VMC is permissible at the destination, the alternate minima are a ceiling of cloud more than SCT below 1,00FT and a visibility of 3,000M.
For IFR flights, the alternate minima for aerodromes with an instrument approach procedure, is published on the approach chart.
For IFR flights, the alternate minima for aerodromes without an instrument approach procedure, is the lowest safe altitude for the final route segment plus 500FT and a visibility of 8KM.
AIP ENR 1.1 (58.2.13, 58.2.3, 58.2.12
Can a pilot plan a night VFR flight holding only a command instrument (CIR) and if so, what additional qualifications must they have?
Yes, as long as they satisfy the aeronautical and recent experience requirements to conduct a flight under the night VFR procedures, which are (for charter);
Aeronautical Experience: 10 hours cross-country flight time using night V.F.R. procedures including a minimum of 2 navigation exercises (of at least 300 nautical miles or 3 hours duration), as either pilot in command or in command under supervision. Each exercise shall exceed a distance of 100 nautical miles from the point of departure and shall provide at least 1 landing at an aerodrome other than that of departure, located in an area remote from extensive ground lighting.
Recent Experience: 3 takeoffs and landings by night within the preceding 90 days, and either a night cross-country flight (of at least 100 nautical miles or 1 hour duration) within the preceding 6 months or a flight check by night with an approved person also within the preceding 6 months.
CAO 40.2.1 (14)
The holder of a Command Instrument Rating (CIR) shall not act as pilot in command of an IFR flight unless within the proceeding 90 days they have completed: -
a. Completed 3 hours instrument time with a minimum of either 1 hour instrument flight time on that category of aircraft or 1 hour instrument time on an approved flight simulator; or
b. Completed either 1 hour of dual instrument flight instruction time on that category of aircraft or 1 hour instrument instruction time on an approved flight simulator; or
c. Completed 1 hour instrument flight time whilst acting in command under supervision or 1 hour instrument time whilst acting in command under supervision on an approved flight simulator; or
d. Passed the instrument rating test on either that category of aircraft or an approved flight simulator.
Where an instrument rating has expired for a period of less than 12 months, an applicant may qualify for issue of a rating by passing the instrument rating test applicable to the renewal of a rating.
Where an instrument rating has expired for a period in excess of 12 months, an applicant may qualify for issue of a rating by passing the instrument rating test applicable to the initial issue of an instrument rating.
CAO 40.2.1 (11.2) (12.2 & 12.3)
Which helicopters must be fitted with a cockpit voice recorder (CVR)?
An aircraft with a maximum takeoff weight In excess of 5 700 kg and which is:
a. Turbine powered; or
b. Of a type first certificated in its country of manufacture on or after 1 July 1965;
shall not be flown (except in agricultural operations) unless it is equipped with an approved flight data recorder and an approved cockpit voice recorder system;
An aircraft with a maximum takeoff weight less than or equal to 5 700 kg and which is:
a. Pressurised; and
b. Turbine powered by more than 1 engine; and
c. Of a type certificated in its country of manufacture for operation with more than eleven places; and
d. Issued with its initial Australian Certificate of airworthiness after 1 January 1988
shall not be flown unless it is equipped with an approved cockpit voice recorder system.
Where an aircraft is required to be equipped with a cockpit voice recorder, the system shall be operated continuously from the start of the use of the check list before starting engines for the purpose of flight until completion of the final check list at the termination of the flight.
CAO 20.18 (6
What is the Lowest Safe Altitude (LSALT), for IFR flights flying routes that are not published on aeronautical charts and the highest terrain or obstacle in the tolerance area is not above 500ft?
1500ft
AIP GEN 3.3 (4.5c)
In the event of a missed approach (standard procedure) being initiated prior to arriving at the missed approach point, what procedure must the pilot adopt?
In the event that a missed approach is initiated prior to arriving at the MAPT, the pilot must fly the aircraft to the MAPT and then follow the missed approach procedure. When a missed approach is required from visual circling, the expectation is that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome the pilot will establish the aircraft climbing on the missed approach track.
AIP ENR 1.5 (1.10.2, 1.10.3)
What are the alternate minima’s, for an IFR flight to an aerodrome without an instrument approach procedure?
For aerodromes without an instrument approach procedure, the alternate minima is not more than SCT below the lowest safe altitude for the final route segment plus 500FT and a visibility of 8KM.
AIP ENR 1.1 (58.2.12c)
Can an aircraft having a MTOW greater than 5700KG, and operating under the IFR at night, operate to an aerodrome, which does not have an approved instrument approach procedure?
No. It can however go there by day and depart by night. Furthermore, it can operate by night to an aerodrome which has an approach procedure that cannot be flown due to failure of the radio navaid. This is subject to:
a. Sufficient fuel must be carried to permit flight to an alternate aerodrome meeting all the requirements specified in ENR 1.1 Section 58.
b. The aircraft must be able to be navigated to the destination and then, if necessary, to the alternate aerodrome in accordance with the navigation requirements of ENR 1.1 Sub-section 19.1.
c. Descent below the LSALT/MSA must be in accordance with the requirements for visual approaches by night specified in ENR 1.5 Sub-section 1.14.
AIP ENR 1.10 (1.5.1, 1.5.2)
At what point can an IFR aircraft below 5700KG, descend below LSALT when making an approach to an aerodrome at night that has no instrument approach procedure?
Descent below LSALT for the route sector to be flown must not be commenced until the aircraft is positively fixed within 3NM of the destination aerodrome and the aerodrome lighting has been visually identified. Subsequent maneuvering for descent and landing must be in VMC and confined within 3NM of the destination aerodrome while operating below the LSALT. Sufficient fuel must be carried to permit flight to an alternate aerodrome meeting all the requirements specified in ENR 1.1 Section 58.
AIP ENR 1.10 (1.4.2a,c)
What are the recent experience requirements for conducting an instrument approach?
The holder of a command instrument rating shall not carry out an ILS or LLZ approach in IMC as pilot in command of an aircraft unless, within the preceding 35 days, that person has performed in flight, or in a synthetic flight trainer approved for the purpose, either one of those approaches.
The holder of a command instrument rating must not, as pilot in command of an aircraft, carry out a RNAV/(GNSS) approach or an instrument approach using DME or GPS arrival procedures, NDB or VOR in I.M.C. unless, in the preceding 90 days, the holder has performed an approach using the same type of navigation aid or procedure in flight or in an approved synthetic flight trainer.
The holder of a command instrument rating must not carry out a RNAV/(GNSS) approach as pilot in command of an aircraft unless, in the preceding 6 months, the holder has carried out a RNAV/(GNSS) approach:
a. In flight or in an approved synthetic flight trainer; and
b. Using a GNSS receiver:
i. Which is the same as that fitted in the aircraft; or
ii. Which CASA has determined in writing is to be taken as being the same as that fitted in the aircraft.
However:
a. If a holder of a command instrument rating has, in the preceding 90 days, flown a DME arrival procedures, than that will cover the holder in relation to the GPS arrival procedures; and
b. If a holder of a command instrument rating has, in the preceding 90 days, flown a GPS arrival procedures, than that will cover the holder in relation to the DME arrival procedures; and
c. If a holder of a command instrument rating has, in the preceding 90 days, flown an ILS approach or a LLZ approach, than that will cover the holder in relation to a VOR approach.
The holder of a command instrument rating shall not carry out an instrument approach in I.M.C. as pilot in command of an aircraft unless, during the preceding 15 months, proficiency on the navigation aid being used has been demonstrated to CASA, an approved testing officer or approved person during an instrument rating test or a flight proficiency test.
CAO 40.2.1 (11.3, 11.3A, 11.3B, 11.4, 11.6)
What are the helicopter visual meteorological conditions (VMC)? When can helicopter VMC be used? And what alternates are required to operate helicopter VMC?
Helicopter VMC exists when:
a. Operating a helicopter below 700FT above the ground; or 700FT above the water and operating at a distance from land not greater than the distance from which the aircraft could reach land if the engine failed, or in the case of a multi engine aircraft, if an engine fails, the remaining engines in operation can give the highest minimum speed at which the aircraft can be controlled and reach land.
Helicopter VMC = Visibility 800M and clear of cloud
b. Operating a helicopter below 700FT above the water and operating at a distance from land greater than the distance from which the aircraft could reach land if the engine failed, or in the case of a multi engine aircraft, if an engine fails, the remaining engines in operation cannot give the highest minimum speed at which the aircraft can be controlled and reach land.
Helicopter VMC = Visibility 1,500M and cloud separation of 600M horizontal and 500FT Vertical. If the helicopter uses track guidance provided by an approved operating radio navigation aid than; Visibility can be reduced to 800M and clear of cloud.
Helicopter VMC is only permissible when:
a. Day operation only.
b. At a speed that allows the pilot adequate opportunity to see any obstructions or air traffic in sufficient time to avoid collision.
c. If operating less than 10NM from an aerodrome with an approved instrument approach- procedure, then:
I. In accordance with all requirements to report, broadcast and maintain a listening watch; and
II. Maintaining a separation of at least 500FT vertically from any aircraft conducting an IFR operation less than 10NM from the aerodrome.
When operating a helicopter under the VFR, and the use of helicopter VMC is permissible at the destination, the pilot in command must provide for a suitable alternate aerodrome when either of the following conditions is forecast at the destination:
Cloud - more than SCT below a ceiling of 1,000FT; or Visibility - less than 3,000M.
AIP ENR 1.1 (58.2.2), ENR 1.2 (2.5), CAR 258
When can you descend below lower safe (LSALT) during an IFR approach?
An aircraft must not be flown under the IFR, lower than the published lowest safe altitude except when:
a. Being assigned levels in accordance with ATS surveillance service terrain clearance procedures.
b. When being flown in accordance with a published DME arrival.
c. In accordance with an Instrument approach or holding procedure.
d. When necessary during climb after departure from an aerodrome.
e. When conducting a visual approach and all the criteria for a visual approach are met
AIP GEN 3.3 (4.6) ENR 1.5 (1.14)
When can a visual approach be carried out during an IFR flight and conducting an instrument approach to an aerodrome?
Subject to the requirements the pilot need not commence or may discontinue the approved instrument approach procedure to that aerodrome when:
By Day. Within 30NM of that aerodrome 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;
a. Clear of cloud;
b. In sight of ground or water;
c. With a flight visibility not less than 5,000M or, in the case
of a helicopter, is able to proceed under helicopter VMC,
or the aerodrome is in sight; and
d. 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 or, in the case of a helicopter, can subsequently maintain helicopter VMC to the HLS.
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:
a. Clear of cloud;
b. In sight of ground or water;
c. With a flight visibility not less than 5,000M; and
d. Within the circling area or VAA - H, as applicable; or
e. Within 5NM (7NM for a runway equipped with an ILS) of
that aerodrome aligned with the runway centerline and established not below “on slope” on the T-VASIS or PAPI; or
f. Within 10NM (14NM for Runways 16L and 34L at Sydney) of that aerodrome, established not below the ILS glide path with less than full scale azimuth deflection.
AIP ENR 1.5 (1.14)
When can you descend below MDA, during a visual circling approach?
During visual circling, descent below the circling MDA may only occur when the pilot:
a. Maintains the aircraft within the circling area; and
b. Maintains a visibility, along the intended flight path, not less than the minimum specified on the chart for the procedure; and
c. Maintains visual contact with the landing runway environment (ie, the runway threshold or approach lighting or other
markings identifiable with the runway);
d. And either by night or day, while complying with a, b & c, and from a position within the circling area on the downwind, base or final leg of the landing traffic pattern at an altitude not less than the MDA, can complete a continuous descent to the landing threshold using rates of descent and flight maneuvers which are normal for the aircraft type and, during this descent, maintains an obstacle clearance along the flight path not less than the minimum for the aircraft performance category until the aircraft is aligned with the landing runway; or
e. In daylight only, while complying with a, b & c, maintains visual contact with obstacles along the intended flight path and an obstacle clearance not less than the minimum for the aircraft performance category until the aircraft is aligned with the landing runway.
AIP ENR 1.5 (1.7.3)
How long does an instrument rating remain current for?
An instrument rating remains in force for the period of 1 year from the last day of the month in which the rating was issued or renewed.
CAO 40.2.1 (5.1)
When does the 12 month validity period start, if you sit your IR renewal before its due date?
If the renewal is completed within 90 days of the original due date, it will still be valid up to 12 months from the original expiry date.
CAO 40.2.1 (12.1a)
Can the holder of an instrument rating use a DME without a qualification on that instrument?
Except for a DME arrival procedure, the holder of an instrument rating may use a DME for:
a. Determining position; or
b. In conjunction with other types of navigational aids to conduct an instrument approach.
CAO 40.2.1 (13.3.4, 13.4)
What types of instrument approaches qualify you to conduct other types of instrument approaches?
a. If a holder of a command instrument rating has, in the preceding 90 days, flown a DME arrival procedures, than that will cover the holder in relation to the GPS arrival procedures; and
b. If a holder of a command instrument rating has, in the preceding 90 days, flown a GPS arrival procedures, than that will cover the holder in relation to the DME arrival procedures; and
c. If a holder of a command instrument rating has, in the preceding 90 days, flown an ILS approach or a LLZ approach, than that will cover the holder in relation to a VOR approach.
CAO 40.2.1 (11.3a)
What are the landing minima’s for an IFR flight to an aerodrome without an approach procedure?
The landing minima’s are:
a. IFR Day – Visual approach requirements
b. IFR Night – VMC from LSALT within 3NM. (This can only be carried out by aircraft less than 5700KG).
AIP ENR 1.5 (4.6.2)
What does it mean when the approach plate shows a no circling area around the aerodrome?
Where a prominent obstacle or obstacles within the circling
area prevent visual circling the sector in which the obstacles are located may be eliminated from the visual circling area. Sectors which have been eliminated from the visual circling area are annotated ‘No Circling’.
Visual circling is prohibited in ‘no circling’ sectors by day in less than VMC and at night.
AIP ENR 1.5 (1.7.2)
How do you determine Lowest Safe Altitude (LSALT)?
Lowest safe altitudes for IFR flights are published in MAP, NOTAM or AIP Supplement.
The LSALT must be calculated using the following method:
a. Where the highest obstacle is more than 360FT above the height determined for terrain, the LSALT must be 1,000FT
above the highest obstacle; or
b. Where the highest obstacle is less than 360FT above the
terrain, or there is no charted obstacle, the LSALT must be 1,360FT above the elevation determined for terrain; except that
c. Where the elevation of the highest terrain or obstacle in the tolerance area is not above 500FT, the LSALT must not be less than 1,500FT.
For Routes Defined by Radio Navigation Aids or to be Navigated by DR: the area to be considered must be within an area of 5NM surrounding and including an area defined by lines drawn from the departure point or en route radio aid, 10.3° each side of the nominal track (where track guidance is provided by a radio navigation aid), or 15° each side of the nominal track (where no track guidance is provided) to a limit of 50NM each side of track, thence paralleling track to abeam the destination and then converging by a semicircle of 50NM radius centered on the destination. On shorter routes, where these lines are displaced by less than 50NM abeam the destination, they shall converge by a radius based on that lesser distance. Where the lines thus drawn come at any time within the coverage of an en route or destination radio aid the aircraft is equipped to use, they will converge by straight lines to that aid. The minimum angle of convergence which must be used in this case is 10.3 each side of track.
For Operations with Area Navigation Systems (including GNSS): the area to be considered must be within an area of 5NM surrounding and including an area defined by lines drawn from the departure point not less than 10.3° each side of the nominal track to a maximum of 30NM for conventional RNAV systems and 7NM for GNSS, thence paralleling track to abeam the destination and converging by a semicircle of 30NM (RNAV) or 7NM (GNSS) centered on the destination.
For Aircraft Flown at Night Under the VFR: the area to be considered must be:
a. The area specified in para 4.8 or 4.9 for aircraft navigated by means of a radio navigation system; or
b. Within a radius of 10NM from any point along the aircraft’s nominal track. However, the pilot of an aircraft who has positively determined by visual fix that a critical obstruction has been passed may nevertheless descend immediately to a lower altitude, provided that the required obstacle clearance above significant obstructions ahead of the aircraft is maintained.
If the navigation of the aircraft is inaccurate, or the aircraft is deliberately flown off track, or where there is a failure of any radio navigation aid normally available, the area to be considered is a circle centered on the DR position, with a radius of 5NM plus 20% of the air distance flown from the last positive fix.
AIP GEN 3.3 (4.1, 4.5, 4.8, 4.9 4.10)
What are the tracking tolerances to avoid CTA for VFR aircraft?
The pilot in command of an aircraft operating in Class G airspace, or to the VFR in Class E airspace, must apply appropriate tolerances to the flight path to ensure that controlled airspace, or restricted areas, are not infringed. In calculating whether an intended flight path may infringe controlled airspace, the following navigational tolerances must be applied to the intended flight path depending on method of navigation used. These tolerances may be rounded up to the nearest half degree for practical purposes:
a. NDB ±6.9
b. VOR/TACAN ±5.2
c. DR ±12
Note: For DR tracking ±9° may be used where initial track guidance has been provided by NDB, VOR or TACAN and there is no subsequent change in track.
d. RNAV ±14NM
e. GPSRNAV/GPSOCEANIC ±7NM
AIP ENR 1.1 (19.12)
What is considered a Positive Fix?
A positive radio fix is one determined by the passage of the aircraft over:
a. A NDB; or
b. A VOR station; or
c. A DME; or
d. Is one determined by GNSS meeting the equipment and pilot
requirements of GEN 1.5 Section 8.; or
e. Is one determined by the intersection of two or more position lines which intersect with angles of not less than 45 and which are obtained from NDBs, VORs, localisers or DMEs in any combination.
For the purpose of this paragraph, a position line must be within the rated coverage of the aid with the exception that if a fix is deter- mined entirely by position lines from NDBs, the position lines must be within a range of 30NM from each of the NDBs
AIP ENR 1.1 (19.5.1)
How do you determine the maximum distance an IFR aircraft can travel before obtaining a positive fix using radio navigational aid?
An aircraft operating under the IFR and using a radio navigation system or systems on routes where, after making allowance for possible tracking errors of ±9 from the last positive fix, the aircraft will come within the rated coverage of a radio aid which can be used to fix the position of the aircraft. The maximum time interval between positive fixes must not exceed two (2) hours.
Note: The distance between Nav aids can be calculated by multiplying the rated coverage of the aid an aircraft is flying to by 6.66 to give you the maximum distance between positive fix’s.
AIP ENR 1.1 (19.1.1c)
What are the rated coverage’s of ground based Nav Aids?
The following ranges are quoted for planning purposes. Actual ranges obtained may sometimes be less than these due to facility and site variations (see ERSA). The localizer ranges are for those installations that have been nominated for position fixing at ranges beyond 25NM:
a. NDB (published in ERSA);
b. VOR and DME:
Aircraft Altitude (FT) Range (NM) Below 5,000 60 5,000 to below 10,000 90 10,000 to below15,000 120 15,000 to below 20,000 150 20,000 and above 180 c. Localizer: Aircraft Altitude (FT) Range (NM) At 2,000 AGL within ±10° of course line 25 Below 5,000 30 5,000 and above 50
AIP GEN 1.5 (2.2)
How long does an Instrument rating remain current?
An Instrument rating remains in force for the period of 1 year from the last day of the month in which the rating was issued or renewed
CAO 40.2.1 (5.1)
What are the Visual Flight Rules?
VFR may only be conducted:
a. In VMC,
b. Provided that, when operating at or below 2000feet above ground or water, the pilot is able to navigate by visual reference to ground or water,
c. Sub-sonic speeds,
d. In accordance with speed restrictions (ENR 1.1 – 80) - 250 knots below 10,000 feet
AIP ENR 1.2 (1.1)
What is the lowest possible LSALT where high terrain or obstacles in the tolerance area is not above 500 feet?
1500 feet
AIP GEN 3.3 (4.5 c)
How long is an area QNH valid for and how long is an actual QNH valid for?
Area QNH is a forecast value, which is valid for a period of 3 hours – Actual QNH is valid for 15 minutes from the time of receipt & must be from an approved source
AIP ENR 1.7 (2.2.1), AIP ENR 1.5 (5.3.2)
When may an aircraft commence an approach without entering the holding pattern?
The reversal procedure must be entered from a track within ± 30° of the outbound track of the reversal procedure
AIP ENR 1.5 (2.7.3)
Can you use the forecast Area QNH for an Instrument Approach?
Yes - However the minima must be increased by 50 feet.
AIP ENR 1.5 (5.3.3)
What consideration must be made in regards with the forecast to conduct Charter under the VFR at night, in relation to obstacle clearance?
The forecast must indicate that the flight can be conducted in VMC, not less than 1000 feet above the highest obstacle within 10 nm either side of track
AIP ENR 1.10 (1.24)
What are the Alternate requirements when operating under Helicopter VMC?
When operating a helicopter under VFR & Helicopter VMC is permissible at the destination, the pilot must provide for a suitable alternate when forecast conditions at the destination are:
a. Cloud more than SCT (4/8) below a ceiling of 1000 feet or
b. Vis – less than 3000m
AIP ENR 1.1 (58.2.2)
What is the minimum obstacle clearance required (Gradient) during a missed approach?
Missed Approach path is designed to provide a minimum obstacle clearance of 100 feet along the missed approach path – 2.5 % gradient or 152 feet per nm * If gradient can not be achieved MDA should be increased or other actions taken to achieve the required obstacle clearance
AIP ENR 1.5 (1.10 Note 2)
What are the tracking tolerances and when must you advise ATC that you are off-track inside controlled airspace?
The Pilot must immediately notify ATC if the aircraft is found to be off-track by any of the deviations described below:
Where track guidance is provided by a Localiser or VOR, ½ scale deflection or more of the CDI
Where track guidance is provided by a NDB, ± 5° or more from the specified bearing
Where track guidance is provided by a DME, ± 2nm or more from the required Arc
Where track guidance is provided by a RNAV system, an indicated cross track deviation of ±2nm or more; and
When navigating by visual reference to ground or water, more than 1nm from the cleared track
AIP ENR 1.1 (19.6.2)
How are cloud bases determined for TAF’s / TTF’s?
In Aerodrome & Trend type forecasts, cloud heights are given above aerodrome elevation. In other forecasts heights are expressed:
a. As a flight level; or
b. With reference to mean sea level
AIP GEN 3.5 (3.7.1)
How do you execute a missed approach while visually circling & then loosing visual reference?
Initial climbing turn toward the landing runway and overhead the aerodrome establish the aircraft on the missed approach path
AIP ENR 1.5 (1.10.3)
Describe three types of reversal procedures & what they are used for?
Reversal Procedures are used to reverse direction onto an inbound track – Procedure Turns:
45°/180° - Timing from facility, 45° turn away for 1 minute (CAT1) followed by a 180° turn in the opposite direction
80°/260° - Timing from facility, 80° turn away followed by a 260° turn in the opposite direction to intercept the inbound track
Base Turns – Specific outbound track to intercept inbound track
AIP ENR 1.5 (2.7.2)
Should allowances be made for wind while holding?
Wind allowances should be made in heading & timing for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound. Full use should be made of indications available from the aid & estimated or known winds
AIP ENR 1.5 (3.2.1e)
Should pilots make allowances for wind with approach procedures?
All procedures depict tracks & pilots should attempt to maintain the track by applying corrections to heading for known or estimated winds
DAP 1-1 (1.8)
What are the requirements for flights under the IFR?
An aircraft operating under the IFR must be navigated by:
a. A full time licensed flight navigator, or
b. An approved self contained NAV system or approved long range radio NAV system; or
c. Use of a radio navigation system or systems on routes where,
after making allowance for possible tracking errors of ±9 from the last positive fix, the aircraft will come within the rated coverage of a radio aid which can be used to fix the position of the aircraft. The maximum time interval between positive fixes must not exceed two (2) hours; or
d. Visual reference to the ground or water by day, on route segments where suitable en route radio navigation aids are not available, provided that weather conditions permit flight in VMC and the visual position fixing requirements of Para ENR 1.1 (19.2.1b) are able to be met.
Note: Self-contained or long range navigation systems may only be used as the sole means of navigation if the system installed in the aircraft has been approved by the CASA and the pilot in command operates the system in accordance with the terms of this approval.
ENR 1.1 (19.2.1b) reads:
When navigating by visual reference to the ground or water, the pilot in command must positively fix the aircraft’s position by visual reference to features shown on topographical charts at intervals not exceeding 30 minutes. When flying over the sea, visual reference features may include rocks and reefs and fixed man-made objects which are marked on suitable charts and are readily identifiable from the air.
AIP ENR 1.1 (19.1)
When must a pilot plan for an alternate aerodrome due to weather?
A pilot in command must make provision for flight to an alternate aerodrome, when required in accordance with:
a. When an aerodrome Forecast is not available or is “Provisional”
Except when operating an aircraft under the VFR by day within 50NM of the point of departure, the pilot in command must provide for a suitable alternate aerodrome when arrival at the destination will be during the currency of, or up to 30 minutes prior to the fore- cast commencement of, the following weather conditions:
b. Cloud - more than SCT below alternate minima
c. Visibility - below alternate minima
d. Visibility with % probability of fog, smoke, dust or mist etc
e. Wind exceeds cross/downwind limits of aircraft
f. ETA within 30 minutes of INTER / TEMPO which is below the alternate minima’s or indicates thunderstorms, however if extra fuel is carried 30 / 60 minutes – no alternate is required
AIP ENR 1.1 (58.2.1 – 58.2.6)A pilot in command must make provision for flight to an alternate aerodrome, when required in accordance with:
a. When an aerodrome Forecast is not available or is “Provisional”
Except when operating an aircraft under the VFR by day within 50NM of the point of departure, the pilot in command must provide for a suitable alternate aerodrome when arrival at the destination will be during the currency of, or up to 30 minutes prior to the fore- cast commencement of, the following weather conditions:
b. Cloud - more than SCT below alternate minima
c. Visibility - below alternate minima
d. Visibility with % probability of fog, smoke, dust or mist etc
e. Wind exceeds cross/downwind limits of aircraft
f. ETA within 30 minutes of INTER / TEMPO which is below the alternate minima’s or indicates thunderstorms, however if extra fuel is carried 30 / 60 minutes – no alternate is required
AIP ENR 1.1 (58.2.1 – 58.2.6)
What are the requirements & restrictions that Apply to the conduct of a GPS arrival?
a. The Database card must be current and of a kind endorsed by manufacturer
b. The coordinates for the NDB / VOR cannot be modified by the crew or operator
c. GPS integrity (RAIM) is available before descent below MSA/LSALT
d. The nominated azimuth aid (VOR or NDB) must be used for track guidance
e. In the event of significant disparity between NDB / VOR track, and GPS track indication, the pilot must discontinue the arrival procedure
Note: significant disparity NDB >6.9° VOR > 5.2°
f. If at any time during the approach, there is cause to doubt the validity of the GPS information (eg. RAIM warning) or if the GPS integrity is lost (eg. RAIM not available), the pilot must conduct a missed approach
AIP ENR 1.5 (11.2.2)
During an instrument approach when can a visual approach be commenced?
BY DAY – within 30 nm of aerodrome, not below LSALT/ MSA for route segment, the appropriate DME/GPS arrival procedure or MDA for procedure being flown, the aircraft is established:
a. Clear of cloud;
b. In sight of ground or water;
c. With a flight visibility not less than 5000m or, in the case of a helicopter, is able to proceed under Heli-VMC, or the aerodrome in sight; and
d. Subsequently can maintain and at an altitude not less than minimum prescribed for VFR flight (CAR157) or Heli VMC to the HLS
BY NIGHT – At an altitude not below LSALT/MSA for route segment, the appropriate steps of the DME/GPS arrival procedure or the MDA for the procedure being flown, the aircraft is established:
a. Clear of cloud,
b. In sight of ground or water,
c. With a flight visibility not less than 5000m, and
d. Within the circling area,
e. Within 5nm (7nm for a runway equipped with an ILS) of that aerodrome aligned with runway centerline & established not below ’On slope’ of the T-VASIS or PAPI or
f. Within 10nm of that aerodrome, established not below the ILS guide path with less than full scale azimuth deflection. Sydney has other requirements
AIP ENR 1.5 (1.14)
