Miscellaneous Flashcards
What is the aircraft performance that SID design is based on?
25o or Rate One. Whichever less.
Subject to clearance, when can a helicopter commence a turn after take-off when conducting a visual departure?
A turn after take-off may be commenced when the pilot considers that the helicopter is at a safe height to do so (OMA 500 visual by day, 1000’ IMC/night).
REF: AIP ENR 1.1 10.15.3.3 Take-off /Departure
What are the TIBA requirements?
- TIBA = Traffic Information Broadcast by Area
- TIBA freqs: (below FL200)
a. In continental Class G airspace = Relevant Area VHF
b. Otherwise = 126.35 MHz - Listening Watch Requirements:
a. A listening watch must be maintained on the TIBA frequency 10 minutes before entering the designated airspace until leaving this airspace.
b. For an aircraft taking off from an aerodrome located within 10 minutes flying time of that airspace, listening watch must start as soon as practicable after takeoff. - Broadcasts Requriements:
a.10 minutes before entering the designated airspace or, for an aircraft taking off from an aerodrome located with 10 minutes flying time of the airspace, as soon as practicable after takeoff;
b. 10 minutes prior to crossing a reporting point;
c. 10 minutes prior to crossing or joining an ATS contingency route;
d. at 20-minute intervals between distant reporting points;
e. 2- 5minutes, where possible, before a change in flight level AND AGAIN At the time of a change in flight level; and
g. at any other time considered necessary by the pilot. - Broadcast Requirements (ATS TEMPORARILY NOT AVBL, in addition to broadcasts above):
a. Taxiing at an aerodrome: “Darwin Traffic, Helicopter NYI, EC75, taxiing Darwin for OCTOB, track 339 (or to the north west), on climb 8000, Darwin”
b. About to commence take-off: “Darwin Traffic, NYI, lining up and rolling RWY 29, for a right turn, to track 339, on climb 8000, Darwin”
c. Departing: “Darwin Traffic, NYI, departed Darwin 15, tracking 339, climbing 8000, for OCTOB, Darwin”
d. Inbound (before crossing the boundary): “Darwin Traffic, Helicopter NYI, EC75, 35 miles, 339 radial, 8000, inbound for the ILS-Z RWY 29 via LAPAR, estimating Darwin 29, Darwin”
e. Joining the circuit: “Darwin Traffic, NYI, joining the circuit right downwind, RWY 29, full stop, Darwin”
f. Pilot discretion should be used in making other than the prescribed calls to assist other traffic; e.g. executing a missed approach, or position in the circuit area, or leaving levels designated on TMA routes. - Reporting Requirements:
a. Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.
b. A position report must be made on the next CTA/Area VHF 15 minutes prior to leaving airspace in which TIBA procedures apply to obtain a clearance or re-establish SARWATCH on the appropriate ATS frequency.
6.
What should occur if the departure report is transmitted prior to intercepting the outbound track?
If the pilot transmits the departure report prior to intercepting the outbound track, the report must include advise that the aircraft is “tracking to intercept” the departure track.
REF: GEN 3.4 6.16.8 – After Take Off
Describe circuit entry via the overhead procedure?
For aircraft arriving and intending to join the circuit from overhead, the aircraft should descend on the non-active side of the circuit and be established at its circuit altitude as it crosses the runway centreline on crosswind, at between midfield and the departure end of the runway.
REF: ENR 1.1 9.12.3 – Circuit Entry
Describe circuit entry via the live side?
When arriving on the live side, the recommended method is to arrive at the circuit altitude entering midfield at approximately 45 degrees to the downwind leg while giving way to the aircraft already established in the circuit.
REF: ENR 1.1 9.12.4 – Circuit Entry
Describe circuit entry via the base leg rejoin?
Joining on base leg, whilst not prohibited, is not a recommended standard procedure. CASA recommends pilots join the circuit on either the crosswind or downwind leg. However, pilots who choose to join on base leg should only do so if they:
1. Have determined the wind direction and speed;
2. Havedeterminedtherunwayinuse;
3. Give way to other circuit traffic and ensure the aircraft can safely (no traffic conflict likely) join the base leg applicable to the circuit direction in use at the standard height; and
4. Broadcast their intentions.
REF: ENR 1.1 9.14 – Joining on Base
Describe normal circuit downwind, base and final procedure?
On downwind the applicable circuit altitude should be maintained until commencement of the base leg turn. The base leg position is normally when the aircraft is approximately 45 degrees from the reciprocal of the final approach path, measured from the runway threshold. Along the base leg continue to lookout and maintain traffic separation.
When on the final leg, confirm the runway is clear for landing. The turn onto final approach should be completed by a distance and height that is common to the operations at the particular aerodrome and commensurate with the speed flown in the circuit for the aircraft type. In any case, the turn onto final should be completed by not less than 500FT above aerodrome elevation. This should allow sufficient time for pilots to ensure the runway is clear for landing. It will also allow for the majority of aircraft to be stabilised for the approach and landing.
REF: ENR 1.1 9.12.5 and 6 – Circuit Entry
Describe circuit entry via the straight in approach?
- Pilots who choose to adopt a straight-in approach should only do so when it does not disrupt or conflict with the flow of circuit traffic. CASR 91.395 (2)(b) requires that the pilot conducting a straight-in approach give way to any other aircraft established and flying in the circuit pattern at the aerodrome;
- CASR 91.395 (2)(a) requires pilots, before commencing a straight-in approach, to determine the wind direction and speed and the runway in use at the aerodrome via either AWS, AWIS, AAIS, CA/GRS or UNICOM, Radio contact with a ground-based radio communication service, company agent, or aircraft operating at the aerodrome; or Visual indications if the information cannot be determined by the above means;
- When conducting a straight-in approach, the aircraft must be established on final at not less than 3NM from the landing runway’s threshold CASR 91.395 (2)(c);
- The pilot in command should not commence a straight-in approach to a runway when the reciprocal runway direction is being used by aircraft already established in the circuit;
- All manoeuvring to establish the aircraft on final approach must be conducted outside a 3NM radius from the intended landing runway threshold;
- The aircraft’s transponder should be squawking and its external lights, where fitted, should be illuminated when on final approach. They should remain on until the aircraft has landed and is clear of all runways; and
- An aircraft established on base leg or final approach for any runway has priority over an aircraft carrying out a straight-in approach.
REF: ENR 1.1 9.13 – Straight in Approach
Describe the RA conditional status legend for restricted areas?
Conditional Status RA1: Pilots may flight plan through the restricted area and under normal circumstances expect a clearance from ATC.
Conditional Status RA2: Pilots must not flight plan through the restricted area unless on a route specified in ERSA GEN FPR or under agreement with the department of defence, however a clearance from ATC is not assured. Other tracking may be offered through the restricted area on a tactical basis.
Conditional Status RA3: Pilots must not flight plan through the restricted area and clearances will not be available.
NOTE: In a declared emergency, every effort will be made to obtain approval to transit a restricted area, irrespective of its conditional status
REF: ENR 5.1 - 2.3 – Flight Within PRD Areas
What is the order of precision with regards to track guidance?
Q: What is the order of precision with regards to track guidance?
Aircraft must be navigated by the most precise means of track guidance with which the aircraft is equipped and the pilot is qualified to use. The order of precision is
1. Localiser;
2. GNSS;
3. VOR; and then
4. NDB.
REF: ENR 1.1, 4.4.3 – Track Keeping
What must the pilot do if the aircraft reaches a minimum fuel state?
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 calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned fixed fuel reserves.
REF: ENR 1.1 10.9.2 – Minimum Fuel
What must the pilot do if the aircraft reaches a fuel state where the final fuel reserve will be less than the minimum required upon landing at the nearest aerodrome (i.e. below final reserve on landing)? What else should the pilot advise?
The pilot in command shall declare a situation of fuel emergency by broadcasting “MAYDAY, MAYDAY, MAYDAY, FUEL”, when the calculated useable fuel predicted to be available upon landing at the nearest aerodrome, where a safe landing can be made, is less than the final fuel reserve.
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”.
REF: ENR 1.1 10.9.3 – Emergency Fuel
What are the obstacle clearance altitudes for visual circling for categories A, B, C, D and E?
A - 300ft
B – 300ft
C – 400ft
D – 400ft
E – 500ft
REF: ENR 1.1 1.6.6 Note 3 – Restrictions on Visual Circling
When can an aircraft descend below a straight in MDA?
Descent below the straight in MDA or continuation of the approach below the DA during APV’s may only occur when:
1. Visual reference can be maintained;
2. All elements of the meteorological minima are equal to or greater than those published for the aircraft performance category; and
3. The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal flight manoeuvres that will allow touchdown to occur within the touchdown zone of the runway of intended landing.
REF: ENR 1.5 1.7.2– Descent Below the Straight-in MDA
What is maximum offset / runway alignment for a Straight-in NPA or APV approach?
- APV are aligned with the runway centreline.
- Straight-in NPA may be aligned with the runway centreline or may be offset by up to 15º (Category C&D) or 30º (Category A&B).
REF: ENR 1.5 1.7.3– NPA and APV Alignment
When can an aircraft manoeuvre to align with runway centreline during an approach?
Manoeuvring to align with the runway centreline can be undertaken when:
1. Within the circling area
2. Visual reference can be maintained
3. Continuously in sight of ground or water.
NOTE: so even a STRAIGHT IN NPA has to wait until within the circling area to align with the RWY!!!!!!
REF: ENR 1.5 1.7.4– Alignment With the Runway Centreline.
When can you turn opposite to the circuit direction after take-off?
- An aircraft should not execute a turn opposite to the circuit direction unless the aircraft is well outside the circuit area.
- This will normally be 3nm from the DER.
- The distance may be less with an aircraft with high climb performance.
- The distance should be based on pilots being aware of traffic and the ability to climb above and clear of the circuit area.
- Note: Pilots of departing aircraft should be aware of traffic intending to join the circuit by the recommended overfly procedure, as they can be 2,000FT or higher above aerodrome elevation.
REF: ENR 1.1 9.6.1– Departure Information
If in CTA and an aircraft is unable to obtain a clearance for a deviation from an existing clearance and the pilot considers there is no safer alternative course of action, what should the pilot do?
- Select code 7700;
- Broadcast an urgency message specifying details of the deviation on the appropriate ATC and emergency frequencies; and
- Repeat the urgency message at regular intervals.
REF: ENR 1.1 2.2.4– Air Traffic Control Clearances and Instructions
Errors of the NDB?
MNTCCQ
1. Mountain effect;
2. Night effect;
3. Thunderstorm effect;
4. Coastal refraction;
5. Co-channeL Interference from other NDB’s; and
6. Quadrantal Error.
Errors of the VOR?
AVGAS
1. Airborne Equipment;
2. Vertical Polarisation;
3. Ground Station;
4. Aggregate Error; and
5. Site/Terrain error (scalloping).
I
Errors of the standby compass?
Q: Errors of the standby compass?
SLAPTADD:
- Scale Error;
- Liquid Swirl error;
- A
- Paralax Error;
- Turning Error (ONUS);
- Acceleration Error;
- Deviation;
- Dip
When can you enter a reversal procedure without conducting a sector entry?
You may enter a reversal procedure from a track within +/- 30* of the outbound track of the reversal procedure. However, for base turns where the +/- 30* direct entry does not include the reciprocal of the inbound track, the entry sector is expanded to include it.
REF: ENR 1.5, 2.8.3– Entry
