We Fly Planes IFR Cheat Sheet

Transcription

1 We Fly Planes IFR Cheat Sheet Version August 2018 Introduction... 3 Administrational... 4 Part 61 Definitions... 4 Part 61 Manual of Standards... 5 Validity of an Instrument Proficiency Check... 5 Privileges and Limitations of an Instrument Rating... 6 Recent Experience Requirements... 7 Aircraft Equipment... 9 General Operational Knowledge Speed Definitions Communications Failure Aeroplane Weight and Performance Limitations Visual Meteorological Conditions Transponder codes VHF Theoretical Maximum Range Radar and ADS-B Coverage Phraseology Class G Airports Class D Airports Class C Airports Alternate Requirements Alternates Could Very Well Prove Life Savers Special Alternate Weather Minima Departure Altimeter Checks Take-off Minima Sample Departure Briefing Sample Take-off Safety Briefing En Route Local QNH, Area QNH and Transition Layers Navigation Requirements Under the IFR Deviations in Controlled Airspace Holding Sector Entries Holding Limitations Page 1 of 55 Ben Montgomery-Schinkel 2018 V5.0

2 Approaches Types of Instrument Approaches Setting QNH Before IAF Pressure Error Correction Flying Below Lowest Safe Altitude Descent Below the Straight-in MDA Circling Approaches and Visual Circling Circling Areas Procedure Turns Approach Speeds Instrument Approach Tolerances Flight Tests Instrument Approach Tolerances ILS DME or GNSS Arrivals Visual Approaches issued by ATC Visual Approaches by pilot Landing Minima Missed Approaches Missed Approaches When Unable to Achieve Climb Gradient Gradient Rate Nomograph Sample Approach Briefing Page 2 of 55 Ben Montgomery-Schinkel 2018 V5.0

3 Introduction Thanks for downloading the We Fly Planes IFR Cheat Sheet! This is a free resource and we encourage you to share it with others. It began in 2014 as a personal project for the author s first Instrument Rating renewal. Since then it has grown and been made available to pilots all across Australia. This resource mostly deals with IFR information in the Australian region. However, other notes have been included where deemed useful. Some sections included in the document have been pasted directly from the original reference with no changes. In cases where the original reference was difficult to interpret or contained superfluous information, attempts have been made to simplify and paraphrase the content. Because of this, the reader should always refer back to the original reference for complete information. This IFR Cheat Sheet has been formatted for printing on A5 paper or for easy reading on a mobile device. We d love to hear from you with suggestions, improvements, amendments and additions. To stay up to date with the latest information and version, like our Facebook page at Remember, this document is a reference tool only and must NOT be used for operational use. Always refer to CASR, CAR, CAO, AIP, DAP, ERSA, Company Manuals and your other current documents. We accept no responsibility for your use or misuse of this document, nor do we guarantee the accuracy or currency of any information provided herein. Thanks again, and happy flying! Ben Page 3 of 55 Ben Montgomery-Schinkel 2018 V5.0

4 Part 61 Definitions Administrational CASR Definition of category of aircraft for Part 61 Each of the following is a category of aircraft: (a) aeroplane; (b) helicopter; (c) powered-lift aircraft; (d) gyroplane; (e) airship. CASR Definition of class of aircraft for Part 61 (1) Each of the following is a class of aircraft: (a) single-engine aeroplane; (b) multi-engine aeroplane; (c) single-engine helicopter; (d) single-engine gyroplane; (e) airship (2) For this Part, the single-engine aeroplane class includes: (a) multi-engine centre-line thrust aeroplanes; and (b) multi-engine aeroplanes that are prescribed by a legislative instrument under regulation (Prescription of multi-engine aeroplanes included in single-engine class). Page 4 of 55 Ben Montgomery-Schinkel 2018 V5.0

5 Part 61 Manual of Standards CASR Issue of Manual of Standards for Part 61 (1) For paragraph 98(5A)(a) of the Act, CASA may issue a Manual of Standards for this Part that sets out matters relating to flight crew licences. (2) In particular, the manual of standards may set out standards for the following: (a) approvals under regulation ; (b) aeronautical and other knowledge required by this Part for the grant of a licence, rating or endorsement; (c) flight training; (d) other training and development requirements; (e) flight tests; (f) aviation and general English language proficiency; (g) general operating competencies for: (i) aircraft of a particular class or type; and (ii) activities authorised by operational ratings and endorsements; (h) competency in the use of an airborne collision avoidance system; (i) flight reviews; (j) instrument proficiency checks; (k) night vision imaging system proficiency checks; (l) aerial application proficiency checks; (m) instructor proficiency checks; (n) competencies for glider pilot licences. Validity of an Instrument Proficiency Check CASR Limitations on exercise of privileges of instrument ratings instrument proficiency check Paragraph 3 An instrument proficiency check is valid: From the period 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. Page 5 of 55 Ben Montgomery-Schinkel 2018 V5.0

6 Privileges and Limitations of an Instrument Rating CASR Privileges of instrument ratings Subject to Subpart 61.E and regulations to , the holder of an instrument rating is authorised to pilot an aircraft: (a) under the IFR; or (b) at night under the VFR. CASR Limitations on exercise of privileges of instrument ratings general The holder of an instrument rating is authorised to: conduct an instrument approach only if the 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: o the holder passed the instrument rating flight test within the previous 12 months and that flight test included a circling approach; or o 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 o 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 the holder has completed training in the conduct of that instrument approach and has demonstrated competence to CASA or an examiner. Page 6 of 55 Ben Montgomery-Schinkel 2018 V5.0

7 Recent Experience Requirements CASR Limitations on exercise of privileges of instrument ratings recent experience: general To fly under the IFR To pilot an aircraft of a particular category 2D approach 3D approach Azimuth guidance Course deviation indicator Requirement (in an aircraft or approved flight simulation training device) Must have conducted at least three instrument approach operations within the previous 90 days Must have conducted at least one instrument approach operation in an aircraft of the same category (refer to Definitions) within the previous 90 days Must have conducted at least one 2D instrument approach within the previous 90 days Must have conducted at least one 3D instrument approach within the previous 90 days Must have conducted at least one 2D instrument approach using azimuth guidance within the previous 90 days 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. Page 7 of 55 Ben Montgomery-Schinkel 2018 V5.0

8 CASR Limitations on exercise of privileges of instrument ratings recent experience: single pilot (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. Page 8 of 55 Ben Montgomery-Schinkel 2018 V5.0

9 Aircraft Equipment CAO Para 4 Equipment for flight under Instrument Flight Rules 4.1A Subject to paragraphs 4.1B and 4.1C, an aeroplane engaged in: (a) RPT operations; or (b) Charter operations; or (c) Aerial Work operations as an air ambulance or for a flying doctor service; must not be operated under the IFR unless it is equipped with a serviceable autopilot that has the following capabilities: (a) the roll and pitch axis; (b) an automatic heading capability; (c) an altitude hold capability. 4.1B In spite of paragraph 4.1A, an aeroplane without an autopilot may be operated under the IFR if the aeroplane: (a) equipped with dual controls; and (b) carries a second pilot who is authorised under CASR Part 61 to conduct the flight. 4.1C If the autopilot fitted to an aeroplane engaged in: (a) Charter operations; or (b) Aerial Work operations as an air ambulance or for a flying doctor service; loses a capability referred to in paragraph 4.1A, the aeroplane may, if the pilot is satisfied that it is safe to do so, be operated under the IFR by a single pilot within the period of 3 days commencing on the day on which the automatic pilot loses the capability. CAO Para 7 Assigned altitude indicator 7.1 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. 7.3 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. CAO Para 10 Serviceability For charter or RPT, all instruments and equipment must be serviceable before take-off unless approved by CASA, part of an MEL or the unserviceable instrument or equipment is a passenger convenience item only. Page 9 of 55 Ben Montgomery-Schinkel 2018 V5.0

10 CAO Appendix I Instruments required for flight under the VFR (i) Private (ii) Aerial Work (iii) Charter with MTOW not greater than kg CAO Appendix II (i) RPT (ii) Charter with MTOW greater than kg CAO Appendix III Charter with MTOW not greater than kg under the IFR (except Night VFR) excluding freight-only Charter CAO Appendix IV (i) Aerial Work and Private under the IFR (including Night VFR) (ii) Charter under Night VFR (iii) IFR freight-only Charter with MTOW not greater than kg VFR Private / Aerial Work / Charter Aircraft not greater than kg IFR Charter excluding freight only Charter IFR Aerial Work, Night VFR Charter and Charter freight only 3 2 AH 4 AH 7 ASI ASI 5 6 ASI 6 8 ALT 2 ALT 6 ALT 6 VSI 6 VSI 6 9 T+S 1 T+S 3 4 T+S 3 7 DG 4 DG 7 COMPASS COMPASS COMPASS CLOCK 2 CLOCK CLOCK 2 OAT 1 OAT OAT 1 Applicable to CHTR and AWK 2 Can be worn 3 Gyroscopic power supply indications required 4 Duplicated power supply required 5 Pitot heat required 6 With alternate static or dual ports 7 Exc. for NVFR, duplicated power supply required unless T+S has power supply separate to other gyroscopic instruments 8 Exc. for NVFR, pitot heat required 9 Not required for NVFR Page 10 of 55 Ben Montgomery-Schinkel 2018 V5.0

11 CAO Appendix V - Electric lighting for IFR at night (including Night VFR) Note: CAO Paragraph 4 requires the same lighting for IFR by day Instrument illumination Intensity control 2 landing lights 1 Passenger compartment lights Pilot compartment lights Position and anti-collision lights Shock-proof torch 1 Exc. PVT, AWK and CHTR freight only which require only 1 landing light Page 11 of 55 Ben Montgomery-Schinkel 2018 V5.0

12 AIP GEN 1.5 Para 2 Radio Navigation Systems (Jepp ATC General Flight Procedures 5.12) Operation Number Type Conditions If 129, and if an alternate must be planned: RPT and CHTR GNSS or later a) navigation to the alternate should be accomplished by the use of ground-based navaids; and b) the alternate should have an approach that uses groundbased navaids or the alternate must be suitable for an approach in VMC. and 1 ADF or VOR or GNSS or later or 1 Multi-sensor navigation system that includes GNSS and inertial integration Must be approved by CASA as providing an alternate means of compliance to the requirements of CAO para 9D.9 Operation Number Type Conditions If 129, and if an alternate must be planned: AWK and PVT GNSS or later a) navigation to the alternate should be accomplished by the use of ground-based navaids; and b) the alternate should have an approach that uses groundbased navaids or the alternate must be suitable for an approach in VMC. and 1 ADF or VOR or GNSS or later or 1 Multi-sensor navigation system that includes GNSS and inertial integration Must be approved by CASA as providing an alternate means of compliance to the requirements of CAO para 9D.9 Note: Additional requirements apply to aircraft conducting the route or terminal segments of a flight by reference to ground-based navigation aids. AIP GEN 1.5 Para 2.2 (Jepp ATC General Flight Procedures ) refers Page 12 of 55 Ben Montgomery-Schinkel 2018 V5.0

13 General Operational Knowledge Speed Definitions VMCA Minimum Control Speed, air (red radial) - critical engine inoperative - live engine at take-off power - landing gear retracted - maximum of 5 degrees bank towards live engine - propeller feathered (only for aircraft with automatic feathering devices) The minimum speed at which it is possible to maintain directional control of the aircraft with the critical engine inoperative. VMCG Minimum Control Speed, ground - critical engine inoperative - live engine at take-off power The minimum speed, whilst on the ground, at which it is possible to maintain directional using only aerodynamic controls. VSSE Single Engine Safety Speed The speed below which intentional simulated engine failures should not be conducted. VSSE is a manufacturer-stated speed intended to provide a margin above VMCA. VYSE Single Engine Best Rate of Climb Speed (blue radial) - critical engine inoperative - live engine at take-off power - landing gear retracted The speed at which the best rate of climb can be achieved with the critical engine inoperative. Page 13 of 55 Ben Montgomery-Schinkel 2018 V5.0

14 Communications Failure ERSA EMERG 1.5 Communication Failure (JEPP EMERG Emergency Procedures 3) 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 ). 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 d. 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 e. If no clearance limit received and acknowledged, proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level. f. 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. g. 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. h. 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). Page 14 of 55 Ben Montgomery-Schinkel 2018 V5.0

15 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 circling minima. Actions at Minima a. If visual at circling minima, circle to land. However, at a controlled aerodrome if in receipt of directed aerodrome information and/or a landing clearance (e.g. a green light or voice modulated navigation aid, etc.) the pilot may continue a runway approach. b. If not visual at circling minima, depart for a suitable alternate aerodrome. However, if in receipt of directed aerodrome information indicating that a runway approach is available and the runway is available for landing, the pilot may continue descent to the appropriate minima and, if visual, land; otherwise, 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. Special Procedures if Proceeding to a Class D Aerodrome a. Carry out Communication Failure procedures. b. Track via the appropriate VFR approach point. c. Enter CTR at 1500 ft (1800 ft Camden) and track to overhead the aerodrome at that altitude. d. Ascertain landing direction and join the appropriate circuit for the runway selected. e. The preferred runway for landing should be the runway nominated in the joining or sequencing instruction or the arrival/departure runway nominated on the ATIS. f. When ready, descend to circuit altitude remaining clear of the other circuit. g. Maintain separation from other aircraft. h. Proceed with normal circuit and landing. i. Watch for light signals from the aerodrome control tower. Page 15 of 55 Ben Montgomery-Schinkel 2018 V5.0

16 Aeroplane Weight and Performance Limitations CAO Aeroplane Weight and Performance Limitations Aeroplanes not Above Kg Private, Aerial Work (Excluding Agricultural) and Charter Operations Take-off Distance Required Using charts for short dry grass, achieve TOSS at 50 ft at the achievable distance multiplied by: (a) 1.15 for MTOW of 2,000 kg or less; (b) 1.25 for MTOW of 3,500 kg or greater (c) Between 2,000 kg and 3,500 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 Para 6.3 refers. Take-off Climb Performance For all aircraft types, with landing gear extended, at take-off safety speed, without ground effect, and all engines operating at take-off power: 6% En-route Climb Performance 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. Refer to the Approaches section of this IFR Cheat Sheet. 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) Airpseed not less than 1.2 VS Page 16 of 55 Ben Montgomery-Schinkel 2018 V5.0

17 Single-engine aeroplanes: 4.5% at all heights up to 5,000 ft in standard atmospheric conditions in the following configuration: (a) Engine at maximum continuous power (b) Undercarriage and flaps retracted (c) Airspeed not less than 1.2 VS Landing Climb Performance For all aircraft types, in the landing configuration, with all engines operating at take-off power, at a speed not exceeding 1.3 VS: 3.2% Landing Climb Performance For all aircraft types, must have the ability to climb at a gradient of 3.2% in standard atmospheric conditions in the following configuration: (a) Aircraft in landing configuration (b) All engines at take-off power (c) Speed not exceeding 1.3 VS 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 Para 10.3 refers. Page 17 of 55 Ben Montgomery-Schinkel 2018 V5.0

18 Visual Meteorological Conditions AIP ENR 1.2 Para 2 Visual Meteorological Conditions (VMC) Take-off, En Route and Landing (Jepp ATC General Flight Procedures 3) Class G 5000M Class E 5000M 8KM (ABV 10,000) 8KM (ABV 10,000) 1500M 1000FT When below 3000FT AMSL or 1000 AGL, can remain clear of cloud and in sight of ground or water if radio carried and used on appropriate frequency Class D 5000M 1500M 1000FT - Class C 5000M - 8KM (ABV 10,000) 600M 1000FT Transponder codes 1500M 1000FT 500FT - AIP ENR 1.6 Para Operation of SSR Transponders (Jepp ATC ATS Surveillance Services and Procedures 7.1.4) Operation Code VFR in Class E or OCTA 1200 IFR OCTA 2000 IFR in Class E or civil flights in CTA 3000 Page 18 of 55 Ben Montgomery-Schinkel 2018 V5.0

19 VHF Theoretical Maximum Range To determine the theoretical maximum range of VHF transmissions, the following formula can be used: d = 1.23 ( (Htx) + (Hrx)) Where: d = distance in NM Htx = elevation in feet of transmitter Hrx = height in feet above ground level of receiver Page 19 of 55 Ben Montgomery-Schinkel 2018 V5.0

20 Radar and ADS-B Coverage Accessed from on 05/08/2018 Accessed from on 05/08/2018 Page 20 of 55 Ben Montgomery-Schinkel 2018 V5.0

21 Phraseology Class G Airports AIP GEN 3.4 Para 5 Phraseologies (Jepp ATC Communications 7) Taxi Brisbane Centre ABC Cessna 310 POB 2 (for IFR flights other than RPT) IFR Taxiing Roma For Archerfield RWY 18 Departure Report In ADS-B or SSR Coverage Brisbane Centre ABC 3 miles east of Longreach Passing 2000 Climbing to 9000 Estimating MOVBA at 25 Departure Report Outside ADS-B or SSR Coverage Brisbane Centre ABC Departed Blackall 51 Tracking [to intercept] 236 Climbing to Estimating EXXON at 21 Departure Report Where radio contact was unable to be established on the ground and a SARWATCH needs to begin Brisbane Centre ABC Airborne Blackall 51 Tracking [to intercept] 305 Climbing to Estimating Longreach at 26 Inbound If leaving CTA on descent Brisbane Centre And all stations Longreach ABC Cessna miles northwest of Moranbah Leaving Estimating the circuit 55 Centre and all stations Longreach Cancel SAR Brisbane Centre ABC Landed Longreach Cancel SARWATCH Page 21 of 55 Ben Montgomery-Schinkel 2018 V5.0

22 Class D Airports Airways Clearance Delivery Where a Delivery frequency is specified Tamworth Delivery ABC To Wagga Request clearance Taxi Mackay Ground ABC POB 2 (for IFR flights other than RPT) Information Alpha IFR Request taxi Departure Report Rockhampton Tower ABC Tracking 166 from the VOR Climbing to 7000 Airways Clearance Delivery Where no Delivery frequency is specified Mackay Ground ABC To Townsville Request clearance Tower transfer When close to, or at, the holding point and ready for departure Mackay Tower ABC Ready Departure Report When Departing via a SID Rockhampton Tower ABC Tracking via the BUDGI 1 Climbing to 7000 Inbound Mackay Tower ABC Cessna 310 Information Alpha 25 miles on the 135 radial Descending to 6000 [Visual] Page 22 of 55 Ben Montgomery-Schinkel 2018 V5.0

23 Class C Airports Airways Clearance Delivery Where a Delivery frequency is specified Townsville Delivery ABC To Cairns Request clearance Taxi Canberra Ground ABC POB 2 (for IFR flights other than RPT) Information Alpha IFR Request taxi Airborne Report Tracking via a SID where a heading has been assigned to you Canberra Departures ABC Turning left 020 Passing 3000 Climbing to 9000 Airborne Report When instructed to maintain RWY heading Canberra Departures ABC Maintaining runway heading Passing 3000 Climbing to 9000 Airways Clearance Delivery Where no Delivery frequency is specified Essendon Ground ABC To Albury Request clearance Tower transfer When close to, or at, the holding point and ready for departure Canberra Tower ABC Ready Airborne Report Tracking via a Procedural SID that does not require a heading to be assigned to you Canberra Departures ABC Passing 3000 Climbing to 9000 Airborne Report When assigned heading approximates RWY bearing Canberra Departures ABC Heading 120 Passing 3000 Climbing to 9000 First contact with Approach Brisbane Approach ABC Cleared to 6000 Information Echo [Visual] Page 23 of 55 Ben Montgomery-Schinkel 2018 V5.0

24 Alternate Requirements Alternates Could Very Well Prove Life Savers AIP ENR 1.1 Para Alternate Aerodromes - General (Jepp ATC Airports and Ground Aids 3.1.2) When a flight is required to provide for an alternate aerodrome, any aerodrome may be so nominated for that flight provided: a. it is suitable as a destination for that flight; and b. is not an aerodrome for which that flight would require to provide for an alternate aerodrome. Aids AIP ENR 1.1 Para Radio Navigation Aids (Jepp ATC Airports and Ground Aids 3.3) RPT and Charter operations must provide for a suitable alternate aerodrome unless either: (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; Aerial Work and Private operations must provide for a suitable alternate aerodrome unless 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. Notwithstanding the above, a flight may be planned under the IFR by day to a destination aerodrome which is not served by a radio navigation aid without the requirement to provide for a suitable alternate aerodrome, provided that: a. not more than SCT cloud is forecast below the final route segment LSALT plus 500FT and forecast visibility at the destination aerodrome is not less than 8KM; and b. the aircraft can be navigated to the destination aerodrome in accordance with AIP ENR 1.1 Para 4.1. Note: CAO Para 9D.10 - If GNSS equipment in accordance with TSO-C129 is used, the requirement for navigation to an alternate aerodrome must be met by using ADF or VOR navigation (this also requires provision for a ground-based IAP if an approach in VMC is not possible). Page 24 of 55 Ben Montgomery-Schinkel 2018 V5.0

25 Night VFR aircraft must provide for a suitable alternate aerodrome within one hour flight time of the destination unless: a. the destination is served by a radio navigation aid (NDB/VOR) and the aircraft is fitted with the appropriate radio navigation system capable of using the aid, or b. the aircraft is fitted with a GNSS receiver, appropriate for an aircraft operated at night under the VFR (as summarised in AIP GEN 1.5 Section 2.), and the pilot is appropriately qualified. Clouds, Visibility and Wind AIP ENR 1.1 Para Weather Conditions (Jepp ATC Airports and Ground Aids 3.2.1) 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 forecast commencement of, the following weather conditions: cloud - more than SCT below the alternate minimum (see AIP ENR 1.1 Para and Para (Jepp ATC Airports and Ground Aids and )); or visibility - less than the alternate minimum; or visibility - greater than the alternate minimum, but the forecast is endorsed with a percentage probability of fog, mist, dust or any other phenomenon restricting visibility below the alternate minimum; or wind - a crosswind or tailwind component more than the maximum for the aircraft. Note: Wind gusts must be considered. PROV and PROB AIP ENR 1.1 Para General (Jepp ATC Airports and Ground Aids 3.1.3) When an aerodrome forecast is not available or is provisional, the pilot in command must make provision for a suitable alternate that has a firm forecast. AIP ENR 1.1 Para Weather Conditions (Jepp ATC Airports and Ground Aids 3.2.1) If a TAF has been endorsed with a probability of conditions being below the alternate minima, an alternate must be planned for. Page 25 of 55 Ben Montgomery-Schinkel 2018 V5.0

26 AIP GEN 3.5 Para Significant Variation (Jepp METEOROLOGY Aviation Forecasts ) Note: When thunderstorms or reduced visibility due to fog, mist, dust, smoke or sand is forecast but the probability is assessed at 30% or 40%, the terms PROB30 or PROB40 are used respectively. INTER and TEMPO may also be used with a PROB for thunderstorms. If greater than or equal to 50% probability is forecast, reference is made to the phenomenon in the forecast itself not by the addition of a PROB statement. Lighting AIP ENR 1.1 Para Aerodrome Lighting (Jepp ATC Airports and Ground Aids 2.3) When aerodrome lighting is required and PAL is not being used, the pilot in command or operator must ensure that arrangements have been made for the lighting to be operating during the following periods: a. departure: 10 minutes before departure 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. AIP ENR 1.1 Para Runway Lighting (Jepp ATC Airports and Ground Aids 3.4) Portable Lighting When a flight is planned to land at night at an aerodrome where the runway lighting is portable, provision must be made for flight to an alternate aerodrome unless arrangements are made for a responsible person to be in attendance during the period specified in AIP ENR 1.1 Para (Jepp ATC Airports and Ground Aids 2.3), to ensure that the runway lights are available during that period. If No Standby Power Available When a flight is planned to land at night at an aerodrome with electric runway lighting, whether pilot activated or otherwise, but without standby power, provision must be made for flight to an alternate aerodrome unless portable runway lights are available and arrangements have been made for a responsible person to be in attendance during the period specified in AIP ENR 1.1 Para (Jepp ATC Airports and Ground Aids 2.3), to display the portable lights in the event of a failure of the primary lighting. An alternate aerodrome nominated in accordance with the requirements in AIP ENR paras and (Jepp ATC - Airports and Ground Aids 3.4.6) need not have standby power or standby portable runway lighting. Pilot Activated Lighting When a flight is planned to land at night at an aerodrome with PAL and standby power, provision must be made for a flight to an alternate aerodrome equipped Page 26 of 55 Ben Montgomery-Schinkel 2018 V5.0

27 with runway lighting unless a responsible person is in attendance to manually switch on the aerodrome lighting. An alternate aerodrome nominated in accordance with the requirements in AIP ENR paras and (Jepp ATC Airports and Ground Aids and 3.4.3) need not have standby power or standby portable runway lighting. Lighting Systems for Alternate Aerodrome RPT or single VHF The alternate aerodrome must be one which is: a. served by a lighting system which is not pilot activated; or b. served by PAL and there is a responsible person in attendance to manually switch on the aerodrome lighting. Non-RPT, cargo-only RPT or RPT below 3,500 KG MTOW Where the alternate aerodrome is served by PAL, there is no requirement for a responsible person to be in attendance, but the aircraft must be equipped with: a. dual VHF; or b. single VHF and HF and carries 30 minutes holding fuel to allow for the alerting of ground staff in the event of a failure of the aircraft s VHF communication. Storms AIP ENR 1.1 Para Weather Conditions (Jepp ATC Airports and Ground Aids 3.2.5) When thunderstorms or their associated severe turbulence or their probability is forecast at the destination, sufficient additional fuel must be carried to permit the aircraft to proceed to a suitable alternate or to hold for: a. 30 minutes when the forecast is endorsed INTER; or b. 60 minutes when the forecast is endorsed TEMPO. Special Alternate Weather Minima AIP ENR 1.5 Para 6.2 Special Alternate Weather Minima (Jepp TERMINAL Instrument Approach/Take-off Procedures 8.2) Special alternate weather minima are available for specified approaches at some airports for use by aircraft with dual ILS/ VOR approach capability; i.e. 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). Special alternate weather minima are identified on applicable instrument approach charts by a double asterisk adjacent to the ALTERNATE title and a note Page 27 of 55 Ben Montgomery-Schinkel 2018 V5.0

28 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; or b. an airport control service is not provided Page 28 of 55 Ben Montgomery-Schinkel 2018 V5.0

29 Altimeter Checks Departure AIP ENR 1.7 Para 1.1 Pre-flight Altimeter Check (Jepp ATC General Flight Procedures 1.1) Whenever an accurate QNH is available and the aircraft is at a known elevation, pilots must conduct an accuracy check of the aircraft altimeter(s) at some point prior to take-off. Note: Where the first check indicates that an altimeter is unserviceable, the pilot is permitted to conduct a further check at another location on the same airfield; for example, the first on the tarmac and the second at the runway threshold (to determine altimeter serviceability). AIP ENR 1.7 Para 1.2 IFR Altimeters (Jepp ATC General Flight Procedures 1.1.2) With an accurate QNH set, the altimeter(s) should read the nominated elevation to within 60FT. If an altimeter has an error in excess of ± 75FT, the altimeter must be considered unserviceable. When two altimeters are required for the category of operation, one of the altimeters must read the nominated elevation to within 60 ft. When the remaining altimeter has an error between 60 ft and 75 ft, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be re-checked, is approved. In the event that the altimeter shows an error in excess of 60 ft on the second check, the altimeter must be considered unserviceable for flight under the IFR. An aircraft fitted with two altimeters but requiring only one for the category of operation may continue to operate under the IFR provided one altimeter reads the nominated elevation to within 60 ft. Should the remaining altimeter have an error in excess of 75 ft that altimeter must be placarded unserviceable and the maintenance release appropriately endorsed. When an aircraft is fitted with only one altimeter and that altimeter has an error between 60 ft and 75 ft, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be re-checked, is approved. In the event that the altimeter shows an error in excess of 60 ft on the second check the altimeter is to be considered unserviceable for flight under the IFR. AIP ENR 1.7 Para 1.3 VFR Altimeters (Jepp ATC General Flight Procedures 1.1.3) With an accurate QNH set, a VFR altimeter(s) should read site elevation to within 100FT (110FT at test sites above 3,300FT) to be accepted as serviceable by the pilot. If an aircraft fitted with two VFR altimeters continues to fly with one altimeter reading 100FT (110FT) or more in error, the faulty altimeter must be placarded unserviceable and the error noted in the maintenance release. Page 29 of 55 Ben Montgomery-Schinkel 2018 V5.0

30 AIP ENR 1.7 Para 1.4 Accurate QNH and Site Elevation (Jepp ATC General Flight Procedures 1.1.4) A QNH can be considered accurate if it is provided by ATIS, Tower or an automatic remote-reporting aerodrome sensor. Area or forecast QNH must not be used for the test. Site elevation must be derived from aerodrome survey data published by Airservices or supplied by the aerodrome owner. Page 30 of 55 Ben Montgomery-Schinkel 2018 V5.0

31 Take-off Minima AIP ENR 1.5 Para 4.4 Take-off minima for other IFR aeroplanes (Jepp TERMINAL Instrument Approach/Take-off Procedures 6.4) Unless otherwise specified on the relevant chart, standard take-off minima apply: Cloud not more than SCT below 300 feet AGL Visibility of not less than 2000 metres Note: Qualifying multi-engine IFR aeroplanes are permitted a ceiling of zero feet and a visibility of 550M under certain conditions. The following aircraft requirements apply: 2 pilot operated; or single pilot jet; or single pilot propeller with operative autofeather Page 31 of 55 Ben Montgomery-Schinkel 2018 V5.0

32 Sample Departure Briefing Chart Today we are using the [aerodrome] [departure title] [index number] effective. The [aid] is tuned identified and tested to [frequency]. [or] The [approach title] SID has been loaded and RAIM is available. Flying the Departure [Read initial climb instructions from chart.] [Discuss assigned altitude.] Terrain [Discuss MSAs] Weather [Discuss weather conditions from AWIS, ATIS, or TAF. Consider effect of wind on tracks. Discuss QNH and confirm reasonableness.] [Discuss weather conditions at destination and confirm they remain suitable.] Considerations and Questions [Discuss relevant chart notes for aerodrome and departure. Discuss relevant NOTAMs for aerodrome and departure.] [Discuss plan to achieve MSA in the event of engine failure and options available to return or divert.] [Discuss meteorological conditions from AWIS, ATIS, or TAF. Discuss QNH and confirm reasonableness.] [Discuss special considerations and conditions such as: - recent changes to chart - traffic] [Ask the other crewmember (if applicable) if they have any further items to discuss or have any questions.] Page 32 of 55 Ben Montgomery-Schinkel 2018 V5.0

33 Sample Take-off Safety Briefing My speeds are: VMCA VR VYSE When I have any abnormality before VR I will maintain aircraft control and reject the take-off. At or after VR and before VYSE for a critical malfunction, I will maintain aircraft control and land because runway permits; or accelerate to VYSE, selecting flap up above 300 feet. [Make an informed and concise plan at each particular take-off, taking into consideration strip length, obstacles, wind for increased climb gradient, terrain and direction of turns, aircraft performance limitations and type of malfunction that could occur.] Above VYSE I will maintain aircraft control, prevent yaw, mixture up, pitch up, power up, gear up, flaps up then dead leg dead engine, confirm and feather. Based on the meteorological conditions, terrain and facilities here, I will circle to land, turning towards the live engine [if appropriate]; or continue to. In the event that performance is not achieved to climb or maintain level flight, I will [discuss options]. [Discuss simulated or actual emergencies and who has control of the aircraft in an actual emergency.] Page 33 of 55 Ben Montgomery-Schinkel 2018 V5.0

34 En Route Local QNH, Area QNH and Transition Layers AIP ENR 1.7 Para 2 Altimeter Setting Rules (Jepp ATC General Flight Procedures 1.2) For all operations at or below the Transition Altitude (in the Altimeter Setting Region), the altimeter reference setting will be: a. the current Local QNH of a station along the route within 100NM of the aircraft; or b. the current Area Forecast QNH if the current Local QNH is not known. For cruising in the Standard Pressure Region, the altimeter reference must be hpa. The position to change between QNH and HPA shall always be in the Standard Pressure Region on climb after passing 10,000 ft and prior to levelling off, or on descent to a level in the Altimeter Setting Region prior to entering the Transition Layer and is shown in Figure 1. Accessed from on 10/10/2018 Page 34 of 55 Ben Montgomery-Schinkel 2018 V5.0

35 Navigation Requirements Under the IFR AIP ENR 1.1 Para 4.1 Flight Under the IFR (Jepp ATC General Flight Procedures 5.1) An aircraft operating under the IFR must be navigated by: a. an approved area navigation system that meets performance requirements of the intended airspace or route; or b. use of a radio navigation system or systems where, after making allowance for 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 as a fix. The maximum time interval between fixes must not exceed two hours; or c. visual reference to the ground or water by day, on route segments where suitable enroute radio navigation aids are not available, provided that weather conditions permit flight in VMC and the visual position fixing requirements of AIP ENR 1.1 Para b (Jepp ATC General Flight Procedures b) are able to be met. Note: Distance able to be flown = 6.66 x rated coverage Maximum time interval of 2 hours between fixes still applies Fix can be achieved before station passage with GNSS or co-located DME within rated coverage Deviations in Controlled Airspace AIP ENR 1.1 Para Aircraft Deviations in Controlled Airspace - Advice to ATC (Jepp ATC General Flight Procedures 5.6) The pilot must immediately notify ATC for any of the deviations described below: Navigation NDB ± 5 VOR RNAV/RNP DME VISUAL Half-scale deflection Tolerance Navigation error plus Flight Technical Error exceeded ± 2 NM 1 NM Page 35 of 55 Ben Montgomery-Schinkel 2018 V5.0

36 Sector Entries Holding AIP ENR 1.5 Para 3.4 Entry Into the Holding Pattern (Jepp TERMINAL Holding Procedures Para 4) Sector 1 entry (Parallel Entry) a) On reaching the holding fix, the aircraft is turned onto an outbound heading for the appropriate time (taken from over or abeam the holding fix whichever is later), or until the reaching the limiting DME distance if earlier; then b) the aircraft is turned onto the holding side to intercept the inbound track or to return to the fix; and then c) on the second arrival over the holding fix, the aircraft is turned to follow the holding pattern. Sector 2 entry (Offset or Teardrop Entry) a) On reaching the holding fix, the aircraft is turned onto a heading to make good a track of 30 degrees from the reciprocal of the inbound track on the holding side; then b) flown outbound: 1. for the appropriate period of time from the holding fix, where timing is specified, up to a maximum of 1 minute and 30 seconds; or, if earlier 2. until the appropriate limiting DME distance is attained, where distance is specified; then c) the aircraft is turned in the direction of the holding pattern to intercept the inbound holding track; then d) on second arrival over the holding fix, the aircraft is turned to follow the holding pattern. Sector 3 entry (Direct Entry) On reaching the holding fix, the aircraft is turned to follow the holding pattern. Outbound timing begins abeam the fix, or when the abeam position cannot be determined, from completion of the outbound turn. DME Arc Entry Having reached the fix, the aircraft must enter the holding pattern in accordance with either Sector 1 or Sector 3 entry procedure. Page 36 of 55 Ben Montgomery-Schinkel 2018 V5.0

37 Non-standard Standard Page 37 of 55 Ben Montgomery-Schinkel 2018 V5.0

38 Holding Limitations AIP ENR 1.5 Para 3.3 Limitations (Jepp TERMINAL Holding Procedures 3) (a) Speed. IAS must not exceed Altitude Up to and inc. FL140 Max KIAS * ABV FL Above FL *Where the approach is limited to Cat A and B only (b) Outbound timing begins abeam the fix of on attaining the outbound heading, whichever comes later. (c) Time/Distance outbound. The outbound leg must be no longer than: (1) up to and inc. FL140 1 minute or the time or distance limit specified on the chart; (2) above FL minutes or the time or the distance limit specified on the chart. (d) Turns. All turns in nil wind should be at a bank angle of 25 or rate one, whichever requires the lesser bank. (e) Wind allowance. Allowance should be made in heading and in timing to compensate for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound. Page 38 of 55 Ben Montgomery-Schinkel 2018 V5.0

39 Approaches Types of Instrument Approaches Part 61 Manual of Standards Volume 2, Schedule 2, Section 5, Operational Rating and Endorsement Standards Instrument Approach 2D Instrument Approach 3D Azimuth guidance operations Course deviation indicator operations NDB VOR LOC RNAV (GNSS) DME or GNSS Arrival ILS MLS GLS RNP-LNAV/VNAV (Baro) NDB DME or GNSS Arrival (using an ADF) ILS VOR LOC RNAV (GNSS) DME/GNSS Arrival (using a CDI) Page 39 of 55 Ben Montgomery-Schinkel 2018 V5.0

40 Setting QNH Before IAF AIP ENR 1.5 Para 5.3 QNH Sources (Jepp TERMINAL Instrument Approach/Take-off Procedures 7.3) Prior to passing the IAF, pilots are required to set either: (a) the actual aerodrome QNH from an approved source, or (b) the Aerodrome Forecast (TAF) QNH, or (c) the forecast area QNH Where Airservices Australia instrument approach charts are identified by a shaded background to either the minima titles for IAL charts or the published minima for DME or GPS arrival procedures, landing, circling and alternate minima have been calculated assuming the use of Aerodrome Forecast (TAF) QNH. These minima may be reduced by 100FT whenever an actual aerodrome QNH is set. Jeppesen instrument approach charts have minima for both actual aerodrome QNH and forecast aerodrome QNH. Approved sources of actual QNH are ATC and ATIS except when the aerodrome forecast QNH is provided, 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. When the actual aerodrome QNH is not available, ATC will report the Aerodrome Forecast (TAF) QNH on the ATIS. The ATIS will include information in the format ACTUAL QNH NOT AVAILABLE, AERODROME FORECAST QNH... Note: Forecast QNH reported by ATC or on the ATIS is not an approved source of actual QNH. Where the forecast area QNH is used, the minima used must be increased by 50FT. Pressure Error Correction AIP ENR 1.5 Para Aerodrome Operating Minima (Jepp TERMINAL Instrument Approach/Take-off Procedures 2.6.3) For precision approaches, the DA must be adjusted to account for aircraft pressure error. The pressure error correction (PEC) can be determined using the aircraft s manuals. Alternatively, 50FT can be added to the DA. Page 40 of 55 Ben Montgomery-Schinkel 2018 V5.0

41 Flying Below Lowest Safe Altitude AIP GEN 3.3 Para 4 Calculation of Lowest Safe Altitude (Jepp ATC Climb and Cruise 3.6.4) An aircraft must not be flown under the IFR lower than the published lowest safe altitude or the lowest safe altitude calculated in accordance with this section, except when being assigned levels in accordance with ATS surveillance service terrain clearance procedures or when being flown in accordance with a published DME arrival, instrument approach or holding procedure, or except when necessary during climb after departure from an aerodrome, or except during VMC by day (CAR 178 refers). Don t Vector In Very Close DME or GNSS Arrival Vectors Instrument Approach or holding VMC by day Climb after take-off Descent Below the Straight-in MDA AIP ENR 1.5 Para Descent Below the Straight-in MDA (Jepp TERMINAL Instrument Approach/Take-off Procedures ) Descent below the straight-in MDA or continuation of the approach below the DA during APVs, may only occur when: visual reference can be maintained; all elements of the meteorological minima are equal to or greater than those published for the aircraft performance category (see AIP ENR 1.5 Para (Jepp TERMINAL Instrument Approach/Take-off Procedures 7.1.1)); and 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. Page 41 of 55 Ben Montgomery-Schinkel 2018 V5.0

42 Circling Approaches and Visual Circling AIP ENR 1.5 Para Circling Approaches and Visual Circling (Jepp TERMINAL Instrument Approach/Take-off Procedures ) During visual circling, descent below the circling MDA may only occur when the pilot: Maintains the aircraft within the circling area; and Maintains a visibility along the intended flight path not less than the minimum specified on the chart for the procedure; and Maintains visual contact with the landing runway environment (i.e. the runway threshold or approach lighting or other markings identifiable with the runway); 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. AIP ENR 1.5 Para Restrictions on Visual Circling (Jepp TERMINAL Instrument Approach/Take-off Procedures 4.16) Visual circling is prohibited in no circling sectors by day in less than VMC and at night. After initial visual contact, the basic assumption is that the runway environment (i.e. the runway threshold or approach lighting aids or other markings identifiable with the runway) will be kept in sight while at the MDA for circling (Reference: ICAO Doc 8168 [Jepp ATC 200 series]). The visual circling procedure conducted at or above the circling MDA will provide protection from obstacles within the circling area (see Note 1 (3) and Note 3). Page 42 of 55 Ben Montgomery-Schinkel 2018 V5.0

43 Circling Areas AIP ENR 1.5 Para 1.7 Circling Approaches and Visual Circling (Jepp TERMINAL Instrument Approach/Take-off Procedures 4.14) Procedure Turns Aircraft category Circling area (NM) OCA (ft) A B C D E AIP ENR 1.5 Para 2.7 Reversal Procedures (Jepp TERMINAL Instrument Approach/Take-off Procedures Para 4.9) Accessed from on 06/07/2015 Page 43 of 55 Ben Montgomery-Schinkel 2018 V5.0

44 Approach Speeds AIP ENR 1.5 Para 1.16 Handling Speeds (Jepp TERMINAL Instrument Approach/Take-off Procedures Para 2.3) ACFT CAT VAT Initial and intermediate approach speeds Final approach speeds Max speeds for circling Max speeds for missed approach A < (110*) B (140*) C D E H N/A N/A 90 * Max speed for reversal procedures Instrument Approach Tolerances Flight Tests Part 61 Manual of Standards Volume 4, Schedule 8, Section 1, Table 5 Instrument Approach Tolerances Page 44 of 55 Ben Montgomery-Schinkel 2018 V5.0

45 Instrument Approach Tolerances ILS AIP ENR 1.5 Para 7.3 Altimeter Checks and Flight Tolerances (Jepp TERMINAL Instrument Approach/Take-off Procedures Para ) The final approach segment contains a fix at which the glide path/altimeter relationship should be verified. If the check indicates an unexplained discrepancy, the ILS/GLS approach should be discontinued. Pilots must conform to the following flight tolerances: a. To ensure obstacle clearance, both LOC/GLS final approach course and glideslope should be maintained within half scale deflection (or equivalent on expanded scale). b. If, at any time during the approach after the FAP, the LOC/GLS final approach course or glideslope indicates full scale deflection a missed approach should be commenced. DME or GNSS Arrivals AIP ENR 1.5 Para 11 DME or GPS Arrival Procedures (Jepp TERMINAL DME/GPS Arrival Procedures) The following specific restrictions apply to the conduct of a GPS Arrival: a. The database medium (card, chip, etc) must be current and of a kind endorsed by the receiver manufacturer. b. The coordinates of the destination VOR or NDB, to which the descent procedure relates, must not be capable of modification by the operator or crew. c. GPS integrity (e.g. RAIM) must be available before descending below the LSALT/MSA. d. The nominated azimuth aid (VOR or NDB) must be used to provide track guidance during the arrival procedure. e. If at any time during the approach, there is cause to doubt the validity of the GPS information (e.g. RAIM warning), or if GPS integrity is lost (e.g. RAIM not available), the pilot must conduct a missed approach. The clearance CLEARED DME (or GPS) ARRIVAL constitutes a clearance for final approach and authorises an aircraft to descend to the minimum altitude specified in the appropriate DME or GPS Arrival procedure. ATC is not permitted to impose any altitude restriction on such a clearance. When cleared for a DME or GPS Arrival in controlled airspace an aircraft must not orbit, enter a holding pattern, or use holding pattern entry procedures. ATC will not issue a clearance for a DME or GPS arrival that involves the use of a holding pattern entry procedure. When ATC cannot issue a clearance for an unrestricted DME or GPS arrival, the phrase DESCEND TO (level) NOT BELOW DME (or GPS) STEPS may be Page 45 of 55 Ben Montgomery-Schinkel 2018 V5.0

46 used. Such an instruction authorises descent in accordance with the DME or GPS steps only to the specified altitude. ATC may clear an aircraft to intercept the final approach segment of another instrument approach procedure. When clearing an aircraft for such a procedure, ATC will use the phrase DESCEND TO (level) NOT BELOW DME (or GPS) STEPS and will issue further instructions prior to the aircraft s reaching the cleared level. Nothing in these procedures absolves the pilot in command from his/her responsibilities to maintain the aircraft on the authorised track or within the defined sector. Note 1: Where the track being flown is not aligned with the landing runway, a clearance for a DME or GPS Arrival includes a clearance to manoeuvre within the circling area to position the aircraft on final for landing. Note 2: Where possible, DME and GPS arrival procedures are designed to contain the aircraft within controlled airspace and provide 500FT separation from the CTA lower limit. However, there are locations where the procedure commences in Class G airspace, or which can take aircraft into Class G airspace on descent. Pilots should check procedures to ensure that aircraft are contained in CTA where required. Visual Approaches issued by ATC AIP ENR 1.1 Para ATC Authorisation (Jepp ATC Departure, Approach and Landing Procedures ) Visual approaches may be granted to IFR and VFR flights. For an IFR flight by day when: 1) the aircraft is within 30 NM of the airport; and 2) the pilot has established and can continue flight with continuous visual reference to the ground or water; and 3) VIS along the flight path is not less than 5000M, or for helicopters 800M, or the airport is in sight. For an IFR flight by night when: 1) the pilot has established and can continue flight to the airport with continuous visual reference to the ground or water; and 2) VIS along the flight path is not less than 5000M; and 3) the aircraft is within 30 NM of the airport; and 4) receiving an ATS surveillance, 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 airport. For a VFR flight by day or night, the only condition is that the aircraft must be within 30 NM of the aerodrome. Page 46 of 55 Ben Montgomery-Schinkel 2018 V5.0

47 AIP ENR 1.1 Para Tracking Requirements for visual approach (Jepp ATC Departure, Approach and Landing Procedures ) Tracking requirements for a visual approach include the following: 1) A PIC must maintain track/heading on the route progressively authorized by ATC until: a) by day, within 5 NM of the aerodrome; or b) by night: - IFR, within the prescribed circling area; or - VFR, within 3 NM of the aerodrome; and - the aerodrome is in sight 2) From this position, the CCT must be joined, as directed by ATC for an approach to the nominated RWY. AIP ENR 1.1 Para Minimum Altitude Requirements (Jepp ATC Departure, Approach and Landing Procedures ) During the conduct of a visual approach, a pilot must descend as necessary to: 1) By day: a) IFR, remain not less than 500 FT ABV the LL of the CTA; and b) IFR and VFR, operate not BLW the lowest safe altitude permissible for VFR flight (CAR 157). 2) By night: a) IFR: - maintain an altitude not less than the route segment LSALT/MSA or the appropriate step of the DME/GPS Arrival procedure, or 500 FT ABV the lower limit of the CTA, if this is higher; or - if receiving an ATS surveillance service, operate not BLW the last assigned altitude; until the aircraft is: - within the prescribed circling area for the category of aircraft or a higher category, where the limitations of the higher category are complied with, and the aerodrome is in sight; or - within 5 NM (7 NM for a RWY equipped with an ILS) of the aerodrome, aligned with the RWY centreline and established not below on slope on the T-VASIS or PAPI; or - within 10 NM of the aerodrome (14 NM for RWYs 16L and 34L at YSSY), established not BLW the ILS glidepath with less than full scale azimuth deflection. b) VFR: - maintain not less than the lowest altitude permissible for VFR flight (CAR 174B) until the aircraft is within 3 NM of the aerodrome and the aerodrome is in sight. Page 47 of 55 Ben Montgomery-Schinkel 2018 V5.0

48 Visual Approaches issued by ATC Day Within 30NM Continuous visual reference to ground or water VIS 5000M - may be issued when... Night Within 30NM Continuous visual reference to ground or water VIS 5000M Receiving an ATS surveillance, assigned MVA and given HDG or TK instructions to intercept final or to position in circling area maintain track/heading on the route authorised until... Within 5NM Remain not less than 500FT ABV the LL of the CTA Operate not BLW CAR descend as necessary to... Within circling area Not less than LSALT/MSA, DGA step, or 500FT ABV the LL of the CTA; or If receiving an ATS surveillance service, not BLW last assigned ALT until Within circling area; or 5NM on PAPI; or 7NM on PAPI (ILS RWY); or 10NM on glideslope Page 48 of 55 Ben Montgomery-Schinkel 2018 V5.0

49 Visual Approaches by pilot AIP ENR 1.5 Para 1.15 Visual Approaches (Jepp TERMINAL Instrument Approach/Take-off Procedures 4.18) Subject to the requirements of AIP ENR 1.5 Paragraphs 1.7, 1.10 and 1.14 (Jepp TERMINAL Instrument Approach/Take-off Procedures 4.14, 4.10 and 4.17), the pilot need not commence or may discontinue the approved instrument approach procedure to that aerodrome when: 1) 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 GNSS 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 (a), (b) and (c) 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. 2) By night. At an altitude not below the LSALT/MSA for the route segment, the appropriate step of the DME or GNSS 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 centreline 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. 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. Page 49 of 55 Ben Montgomery-Schinkel 2018 V5.0

50 Day Visual Approaches by pilot Night Pilot need not commence or may discontinue IAP when... Within 30NM - Clear of cloud In sight of ground or water VIS 5000M or AD in sight Not less than CAR 157 to within circling area Clear of cloud In sight of ground or water VIS 5000M Within the circling area; or - 5NM on PAPI; or - 7NM on PAPI (ILS RWY); or - 10NM on glideslope Page 50 of 55 Ben Montgomery-Schinkel 2018 V5.0

51 Landing Minima AIP ENR 1.5 Para 4.7 Landing Minima (Jepp TERMINAL Instrument Approach/Take-off Procedures 6.7) Airports Without Approved Instrument Approach Procedures IFR Day visual approach requirements IFR Night VMC from LSALT within 3 NM Airports With Approved Non-Precision Approach Procedures IFR Day and Night as specified in the relevant IAL chart except when the installed HIAL is not available, visibility for a LOC approach must be increased by 900m. Airports With Approved Precision Approach CAT I Procedures Published DA and visibility minima may be used, except that: a. minimum visibility 1.5 km is required when precision approach CAT I lighting system (known as HIAL) is not available; and b. minimum visibility 1.2 km is required unless: (1) the aircraft is manually flown at least to the CAT I DA using a flight director or approved HUDLS; or the aircraft is flown to the CAT I DA with an autopilot coupled (LOC and GP or GLS); and (2) the aircraft is equipped with a serviceable failure warning system for the primary attitude and heading reference systems; and (3) high intensity runway edge lighting is available. c. minimum visibility 0.8 km is required if threshold RVR is not available. Page 51 of 55 Ben Montgomery-Schinkel 2018 V5.0

52 Missed Approaches AIP ENR 1.5 Para Missed Approach - Standard Procedures (Jepp TERMINAL Instrument Approach/Takeoff Procedures Para ) AIP ENR 1.5 Para 1.12 Missed Approach Requirements - GNSS (Jepp TERMINAL Instrument Approach/Takeoff Procedures Para 4.12) So Not Visual R O F L So Not Visual ROFL Straight-in landing cannot be effected and a circling approach cannot 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 Page 52 of 55 Ben Montgomery-Schinkel 2018 V5.0

53 Missed Approaches When Unable to Achieve Climb Gradient AIP ENR 1.5 Para Missed Approach - Standard Procedures (Jepp TERMINAL Instrument Approach/Take-off Procedures ) Note 2: In IAL procedures, 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 or DA/RA Height from which the missed approach procedure commences. If this missed approach climb gradient cannot be achieved the DA, MDA or RA Height should be increased, or other action taken to achieve the required obstacle clearance along the specified missed approach flight path (refer below). With all engines operating, CAO 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 method: or n = c - (x / y c) Where: n = height to add to published MDA c = climb height from published MDA to TOCMAP x = actual ROC or % gradient y = required ROC or % gradient Page 53 of 55 Ben Montgomery-Schinkel 2018 V5.0