We Fly Planes. IFR Cheat Sheet. Version November 2016

Transcription

1 Contents We Fly Planes IFR Cheat Sheet Version November 2016 Introduction... 2 Administrational... 3 Definitions...3 Manual of Standards...4 Instrument Rating Renewal...4 Privileges and Limitations...5 Recent Experience Requirements...6 Aircraft Equipment...7 Alternate Requirements Alternates Could Very Well Prove Life Savers...11 Special Alternate Weather Minima...14 Operational Knowledge Speed Definitions...15 Communications Failure...16 Navigation Requirements Under the IFR...18 Aeroplane Weight and Performance Limitations...18 Deviations in CTA...20 VMC...20 Transponder codes...20 Take-off Minima for Other IFR Aeroplanes...21 Altimeter Checks...21 Local QNH, Area QNH and Transition Layers...23 VHF Theoretical Range...23 Holding Sector Entries...24 Holding Limitations...26 Approaches Setting QNH Before IAF...27 Flying Below LSALT...28 Descent Below the Straight-in MDA...28 Circling Approaches and Visual Circling...29 Procedure Turns...30 Approach Speeds...31 DME or GPS Arrival Procedures...31 Visual Approaches...32 Landing Minima...35 Missed Approaches...35 Missed Approaches GNSS...36 Missed Approach Standard Procedures...36 Adjusted MDA/DA to Achieve MAP Gradient...36 Page 1 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

2 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 IR 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. It has been formatted for printing on A5 paper for easy storage and transport to wherever you might like to study. 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 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 2 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

3 Administrational Definitions CASR Definitions for Part 61 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 3 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

4 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; (k) instrument proficiency checks; (l) night vision imaging system proficiency checks; (m) aerial application proficiency checks; (n) instructor proficiency checks; (o) competencies for glider pilot licences. Instrument Rating Renewal CASR Limitations on exercise of privileges of instrument ratings instrument proficiency check! Valid from the period the holder passes the flight test to the end of the 12 th month after the month in which the holder passes the flight test. Page 4 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

5 Privileges and Limitations 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! Conduct an IAP only if the aircraft is equipped for that kind of operation! Pilot an aircraft under the IFR in a single-pilot operation only if passed IR flight test or IPC in a single-pilot aircraft.! Conduct a circling approach under IFR only if: o passed IR flight test or IPC within 12 months that included a circling approach; or o participating in a training and checking system that includes circling approaches.! Conduct an IAP only if the holder has completed training for that procedure and has demonstrated competence to CASA or an examiner. Page 5 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

6 Recent Experience Requirements CASR Limitations on exercise of privileges of instrument ratings recent experience: general a) Completed an operator proficiency check (training and checking organisation) covering IFR operations within the last 3 months b) Participating in a training and checking system or! To fly IFR, conducted 3 IAP within 90 days! To fly IFR in a particular category, conducted 1 IAP within 90 days in same category! To conduct an IAP2D, conducted 1 IAP2D within 90 days! To conduct an IAP3D, conducted 1 IAP3D within 90 days! To conduct an azimuth guidance operation (NDB, DGA), conducted 1 azimuth guidance operation within 90 days! To conduct a CDI operation (VOR, RNAV, ILS, LLZ, DGA), conducted 1 CDI operation within 90 days. CASR ) 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 been of at least one hour; and (b) include at least one instrument approach or simulated instrument approach. Page 6 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

7 Aircraft Equipment CAO Paragraph 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) CHTR operations; or (c) AWK 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: (c) CHTR operations; or (d) AWK 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 Paragraph 7 Assigned altitude indicator 7.1 Piston-engined aircraft and unpressurised turbine engine aircraft operating above 15,000 feet in CTA under IFR (except NVFR) 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 NVFR) shall be equipped with an assigned altitude indicator. CAO Paragraph 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. CAO Appendix I VFR i. PVT ii. AWK iii. CHTR MTOW not greater than kg Page 7 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

8 CAO Appendix II i. RPT ii. CHTR MTOW greater than kg CAO Appendix III MTOW not greater than kg CHTR under the IFR (except NVFR) excluding freight only CHTR CAO Appendix IV i. AWK and PVT under IFR (including NVFR) ii. CHTR under NVFR iii. IFR freight only CHTR MTOW not greater than kg VFR PVT/AWK/CHT R ACFT not greater than kg IFR CHTR exc. freight only IFR AWK/PVT, CHTR NVFR and CHTR 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 8 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

9 CAO Appendix V - Electric lighting for IFR at night (including NVFR) 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 AIP GEN 1.5 Para 2 Radio Navigation Systems (Jepp ATC General Flight Procedures 5.12) Operation Number Type Conditions RPT and CHTR 1 and 1 or 2 or 1 129a GNSS or later ADF or VOR 145a GNSS or later Multi-sensor navigation system that includes GNSS and inertial integration If 129a, and if an alternate must be planned: 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 ground-based navaids or the alternate must be suitable for an approach in VMC. Must be approved by CASA as providing an alternate means of compliance to the requirements of CAO para 9D.9 Page 9 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

10 Operation Number Type Conditions AWK and PVT 1 and 1 or 1 or 1 129a GNSS or later ADF or VOR 145a GNSS or later Multi-sensor navigation system that includes GNSS and inertial integration If 129a, and if an alternate must be planned: 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 ground-based navaids or the alternate must be suitable for an approach in VMC. Must be approved by CASA as providing an alternate means of compliance to the requirements of CAO para 9D.9 Page 10 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

11 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 airport, any airport may be so nominated for that flight provided: a. it is suitable as a destination for that flight; and b. is not an airport for which that flight would require to provide for an alternate airport. Aids AIP ENR 1.1 Para 59.3 Radio Navigation Aids (Jepp ATC Airports and Ground Aids 3.3) RPT and CHTR must provide for alternate unless either: a. The destination AD is serviced by a radio navigation aid and the aircraft is fitted with two independent and separate radio navigation systems capable of using the aid for a published instrument approach procedure or b. The destination AD is serviced by two radio navigation aids and the aircraft is fitted with two independent and separate radio navigation systems capable of using the aids for a published instrument approach procedure. AWK and PVT must provide for alternate unless the destination AD is serviced by a radio navigation aid and the aircraft is fitted with a radio navigation system capable of using the aid for a published instrument approach procedure. However, a flight may be planned under the IFR by day only to a destination AD which is not served by a radio navigation aid without the requirement to provide for an alternate provided that: a. not more than SCT cloud is forecast below the final route segment LSALT plus 500 ft; and b. forecast visibility at the destination AD is not less than 8 km; and c. the aircraft can be navigated to the destination aerodrome in accordance with para 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 11 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

12 NVFR aircraft must provide an alternate within one hour of the destination unless: a. the destination AD is served by a radio navigation aid and the aircraft is fitted with a radio navigation system capable of using the aid or b. the aircraft is fitted a GNSS receiver appropriate for an aircraft operated at night under the VFR, and the pilot is appropriately qualified. Clouds Visibility 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 Para and Para ); 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 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 12 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

13 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 59.4 Runway Lighting (Jepp ATC Airports and Ground Aids 3.4) Portable Lighting An alternate must be planned when the runway lighting is portable unless a responsible person is in attendance for the period specified in AIP ENR 1.1 Para 60.3 (Jepp ATC Airports and Ground Aids 2.3). If No Standby Power Available An alternate must be planned when the electric runway lighting, whether pilot activated or otherwise, does not have standby power unless portable runway lights are available and a responsible person is in attendance for the period specified in AIP ENR 1.1 Para 60.3 (Jepp ATC Airports and Ground Aids 2.3). An alternate nominated need not have standby power or standby portable runway lighting (AIP ENR 1.1 Para [Jepp ATC - Airports and Ground Aids 3.4.6]). Pilot Activated Lighting An alternate must be planned when the destination AD is equipped with PAL and standby power unless a responsible person is in attendance for the period specified in AIP ENR 1.1 Para 60.3 (Jepp ATC Airports and Ground Aids 2.3). An alternate nominated need not have standby power or standby portable runway lighting (AIP ENR 1.1 Para [Jepp ATC - Airports and Ground Aids 3.4.6]). AIP ENR 1.1 Para 60.3 Aerodrome Lighting Jepp ATC Airports and Ground Aids 2.3 Runway, obstacle and taxiway lighting must be operating during the following periods: a. departure: 10 minutes before departure to 30 minutes after take-off; b. arrival: 30 minutes before ETA to completion of landing and taxi. Alternate Airports PAL 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 AD lighting Page 13 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

14 Non-RPT, cargo-only RPT or RPT <3,500 KG 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 VHF failure. 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 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 14 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

15 Speed Definitions Operational Knowledge V MCA 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. V MCG 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. V SSE Single Engine Safety Speed The speed below which intentional simulated engine failures should not be conducted. V SSE is a manufacturer-stated speed intended to provide a margin above V MCA. V YSE 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 15 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

16 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 16 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

17 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 sequenc- ing 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 17 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

18 Navigation Requirements Under the IFR AIP ENR 1.1 Para 19.1 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 Aeroplane Weight and Performance Limitations CAO Aeroplanes Not Above 5,700 kg PVT, AWK and CHTR (and singleengine RPT) 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 Take-off Climb Performance All aircraft. 6%! Take-off configuration with landing gear extended. Page 18 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

19 En-route Climb Performance Multi-engine aeroplanes engaged in CHTR operations under the IFR or AWK under the IFR. 1% at all heights up to 5,000 ft in the standard atmosphere.! Critical engine failure! Propeller of inoperative engine stopped! Undercarriage and flaps retracted! Remaining engine at MCP! Airspeed not less than 1.2 V S Multi-engine aeroplanes engaged in PVT, CHTR operations under the VFR or AWK under the VFR. Must have ability to maintain height at all heights up to 5,000 feet in the standard atmosphere.! Critical engine failure! Propeller of inoperative engine stopped! Undercarriage and flaps retracted! Remaining engine at MCP! Airspeed not less than 1.2 V S Single-engine aeroplanes. 4.5% at all heights up to 5,000 ft in the standard atmosphere.! Engine at MCP! Undercarriage and flaps retracted! Airspeed not less than 1.2 V S Landing Climb Performance All aircraft. 3.2% in the standard atmosphere.! All engines at take-off power! Speed not exceeding 1.3 V S Landing Distance Required Using charts for short dry grass, and approaching at a speed not less than 1.3 V S 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 Page 19 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

20 Deviations in CTA AIP ENR 1.1 Para 19.6 Aircraft Deviations in Controlled Airspace - Advice to ATC (Jepp ATC General Flight Procedures 5.6) Navigation Tolerance NDB ± 5 VOR Half-scale deflection RNAV/RNP Navigation error plus Flight Technical Error exceeded DME ± 2 NM VISUAL 1 NM VMC AIP ENR 1.2 Para 2 Visual Meteorological Conditions (Jepp ATC General Flight Procedures 3) Class G Class E 5000M 5000M 8KM (ABV 10,000) 8KM (ABV 10,000) 1500M " 1500M " 1000FT # 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 Class C 5000M 5000M - 8KM (ABV 10,000) 600M " 1500M " 1000FT $ 1000FT # 500FT % - Transponder codes AIP ENR 1.6 Para 7.1 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 20 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes -

21 Take-off Minima for Other IFR Aeroplanes 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 Altimeter Checks 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 air- craft 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 Page 21 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

22 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. 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 22 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

23 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 06/07/2015 VHF Theoretical Range Range (nm) = 1.25 altitude in feet Page 23 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

24 Holding Sector Entries AIP ENR 1.5 Para 3.3 Entry Into the Holding Pattern (Jepp TERMINAL Holding Procedures Para 3) 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 24 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

25 Non-standard Standard Page 25 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

26 Holding Limitations AIP ENR 1.5 Para 3.2 Limitations (Jepp TERMINAL Holding Procedures 2) (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 26 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

27 Approaches 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 airport QNH from an approved source, or b. the aerodrome forecast (TAF) QNH, or c. the forecast area QNH Where instrument approach charts are identified by a shaded background to either the minima titles for IAL plates 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 100 ft whenever an actual airport QNH is set. Approved sources of actual QNH are ATC and ATIS (except when the airport forecast QNH is provided), AWIS and CASA-approved meteorological observers. Jeppesen portrays the minima for both forecast QNH and actual QNH. An actual airport QNH obtained from an approved source is valid for 15 minutes from the time of receipt. Note: METAR QNH does not meet the above requirement for actual QNH. DAP General Information Para 1.11 AIP ENR 1.5 para advises Where the forecast area QNH is used, the minima used must be increased by 50FT. All ASA instrument approach procedures include this adjustment where a regular TAF service is not available (AIP GEN 3.5 para 16). No adjustment is necessary to meet the requirement of AIP for those aerodromes. When an aerodrome receives a regular TAF service and the TAF is not available the AIP paragraph is applicable. Page 27 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

28 Flying Below LSALT AIP GEN 3.3 Para 4.4 LSALT (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 DGA Vectors IAL/hold (inc. MSA) 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 ENR 1.5 para 5.1.1); 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 28 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

29 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. For Category A and B aircraft, OCA is 300 ft. 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 29 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

30 AIP ENR 1.5 Para Restrictions on Visual Circling (Jepp TERMINAL Instrument Approach/Take-off Procedures ) ACFT CAT Circling Area (NM) OCA (ft) A B C D E Procedure Turns AIP ENR 1.5 Para 2.7 Reversal Procedures (Jepp TERMINAL Instrument Approach/Takeoff Procedures Para 4.9) Accessed from on 06/07/2015 Page 30 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

31 Approach Speeds AIP ENR 1.5 Para 1.16 Handling Speeds (Jepp TERMINAL Instrument Approach/Takeoff Procedures Para 2.3) ACFT CAT V AT Initial and intermediate approach speeds Final approach speeds Max speeds for circling Max speeds for missed approach A < (110*) B (140*) C * Max speed for reversal procedures DME or GPS Arrival Procedures AIP ENR 1.5 Para 12 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 used. Such an instruction authorises descent in accordance with the DME or GPS steps only to the specified altitude. Page 31 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

32 ATC may clear an aircraft to intercept the final approach segment of another instrument approach procedure. When clearing an air- craft 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 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. AIP ENR 1.1 Para Tracking Requirements (Jepp ATC Departure, Approach and Landing Procedures ) Tracking requirements for a visual approach include the following: Page 32 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

33 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 33 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes

34 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 34 of 36 Ben Montgomery-Schinkel 2016 May be reproduced in whole without permission for non-commercial purposes