IFR Renewal Notes – Australia

Instrument Rating Flight Test Report

1. All knowledge deficiency report items checked

2. Knew privileges and limitations of rating

3. Knew IFR and approach recency requirements

4. Knew IFR flight and duty time limits (CPL and higher)

5. Knew aircraft equipment limits and requirements

6. Obtained and understood current operational information

7. Correctly interpreted meteorological information

8. Understood application of takeoff minima

9. Determined alternate/holding requirements

10.Knew IFR procedures for all airspace categories

11.Correctly interpreted DAPs including DME arcs and arrivals

12.Knew rules for operation below LSALT/MSA day/night

13.Understood requirements for circling approaches

14.Understood ERSA normal and emergency procedures

15.Flight plan accurate and complete

16.Publications amended and complete

2. Privileges and Limitations of Rating – CAO 40.2.1

• A command grade of instrument rating authorises the holder of the rating to fly an
aircraft as PIC, or co-pilot while the aircraft is flying under the IFR. CAO 40.2.1
(13).

• Can only conduct instrument approaches using the navigation aids which have been
endorsed in logbook (may use DME for navigation or in conjunction with other types
of navaids to conduct instrument approach other than a DME arrival). (13.4).

• Must not conduct RNAV (GNSS) approach in IMC as PIC unless they have conducted
at least 3 RNAV (GNSS) approaches in flight or in a synthetic flight trainer using a
GNSS receiver which is the same as that fitted to the aircraft. CAO 40.2.1 (13.4A).

• The holder of an instrument rating may use the GNSS when exercising the authority
given by the rating as a primary means of navigation or to obtain position fixes
provided the training was conducted by a check and training organisation and the
check pilot in that organisation is satisfied that the holder is competent to use the
GNSS and has made an entry into the holder’s personal logbook. CAO 40.2.1 (13.6).
3. IFR and Approach Recency Requirements – CAO 40.2.1

• Must not act as PIC of an aircraft on IFR flights unless within preceding 90 days:
• 3 hours flight IF with 1 hour on that category of aircraft or 1 hour of instrument
time on an approved flight simulator, or
• 1 hour dual instrument flight on that category of aircraft or 1 hour instrument
instruction on an approved flight simulator, or
• 1 hour instrument flight while ICUS or 1 hour ICUS on sim, or
• Passed IRR on that CAT or on sim CAO 40.2.1 (11)

• Must not act as PIC and carry out the following approaches in IMC unless:

• Conducted NDB, VOR, DME, GPS or RNAV approach in preceding 90 days in

flight or in an approved flight simulator
• Conducted ILS or LLZ approach in preceding 35 days
• In regards to RNAV approach, must have carried out approach using GNSS
receiver which is the same as that fitted in the a/c in preceding 6 months
• Conducting DME procedure in preceding 90 days covers GPS recency
• Conducting GPS procedure in preceding 90 days covers DME recency
• Conducting ILS or LLZ procedure in preceding 90 days covers VOR recency

• Must not act as PIC on single pilot IFR flights unless within preceding 90 days:

• 1 hour instrument flight in an aircraft certified for single pilot operations or an

approved synthetic trainer, which includes 1 instrument approach as a PIC or
ICUS, or
• Passed IRR as a single pilot operation

GPS Currency

A pilot will be tested for GPS NPA in an IR on a certain type of receiver i.e. KLN90B.
Once approved the pilot can then use a different type of receiver i.e. GARMIN 155,
provided the pilot has carried out 3 approaches on that receiver in VMC before
attempting an approach in IMC.

RNAV (GNSS) NPA – Radio Aids AU-7

Pilots operating under the IFR may use GPS as an approach navigation aid to determine
the distance and track information for RNAV (GNSS) Non-precision Approach procedures.
I.e. you can conduct a DME Arrival using a GPS receiver.

IFR RNAV
GPS may also be used as a navigation aid to determine distance information for SID,
STAR and instrument approach procedures where the use of GPS is specified on the IAL
chart. For SID, STAR and approach procedures other than RNAV, primary track guidance
must be provided by the navaid (NDB, VOR, LLZ or ILS) nominated on the IAL chart.
4. Flight and Duty Limitations

Flight crew shall not be rostered for duty periods longer than 12 hours.

A duty period which contains a rest period of four consecutive hours or more at suitable
sleeping accommodation may be extended by up to four hours, with a maximum duty
period of 16 hours.

A duty period already commenced may be extended by up to two hours when it is

operationally necessary, in order to complete the objective of the duty and each flight
crew member considers themselves mentally and physically fit for the extension. The
pilot in command shall submit a report as specified in paragraph 16.4.1.

Standby

The maximum allowance continuous time on standby is 16 hours. The maximum

allowable duty period following call out from standby is to be decreased by the number
of hours that the standby time exceeds 12 hours. A standby completed in which callout
does not occur is to be followed by a time free of all duty of at least 10 hours.

Time Free of Duty

Subject to the provisions below, the time free of duty shall be a minimum of ten
consecutive hours. The time free of duty shall be increased by one hour for every hour or
part of an hour that the preceding duty period exceeds 10 hours.

Where the preceding duty period does not exceed 10 hours and the time free of duty
includes the hours between 2200 to 0600 local time, the time free of duty may be
reduced to nine consecutive hours.

Where a duty period has exceeded 12 hours, the time free of duty may be reduced to 12
hours, provided that the subsequent time free of duty is at least 36 hours.

Days Free of Duty

In any consecutive 8 days, a flight crew member shall have one period free of all duty for
a minimum of 36 consecutive hour’s duration, comprising two local nights starting before
2200 and finishing not earlier than 0500 hours local time. In any consecutive 14 days, a
flight crew member shall have two such periods free of all duty, and in any consecutive
28 days, the flight crew member shall have four such periods free of all duty.

Maximum Flight Deck Duty

A flight crew member shall not exceed 9 continuous hours of flight deck duty without a
break of at least 30 consecutive minutes from all flight deck duty.

Cumulative Limit on Flying Hours

The total flight time accrued in any consecutive 28 days shall not exceed 100 hours.

The total flight time accrued under this Part during any consecutive 365 day period shall
not exceed 1000 hours.
Extension of Flying Duty Period by Split Duty

A duty period which contains a rest period of four consecutive hours or more at suitable
sleeping accommodation may be extended by up to four hours, with a maximum duty of
16 hours.

A duty period, which contains a rest period of four consecutive hours or more, at suitable
resting accommodation, may be extended by up to two hours.

Where the rest period encompasses any period between the hours 0100 to 0400, the
rest period is to be for an uninterrupted period of at least seven hours, with a maximum
duty period of 16 hours.

The duty period after a rest period, that is part of a split duty, shall not exceed six hours.

The number of duty periods extended under 16.7.3.1 shall not exceed 10 percent of the
operator’s total number of duty periods in any 28 days. No extension of duty period shall
result in the limits of 16.7.1.2 or 16.7.1.3 being exceeded.
5. Aircraft Equipment Limits and Requirements – CAO 20.18 Appendix 2

• RPT and CHTR greater than 5700kg:

ASI } Be capable of being connected either to a normal or
2 x ALT } alternate static source but not both sources
VSI } simultaneously. Alternatively a/c may be fitted with
2
independent static sources each consisting of a
balanced

pair of flush static ports of which 1 is used for these.

The co-pilots instruments cannot be connected to the
normal static system which operates the instruments
of the PIC.

2 x AH }
DG } Duplicated power source
TURN & SLIP } see note below on turn and slip

Direct reading magnetic compass

Clock (h,m,s)
OAT
Suction gauge
Pitot heat

Except only a slip indicator is required when a third attitude indicator usable through
flight attitudes of 360 degrees of pitch and roll is installed.

The third attitude indicator which:

• Is powered from a source independent of the electrical generating system;
and
• Continues to provide reliable indications for a minimum of 30 minutes after
total failure of the electrical generating system; and
• Is operative without selection after total failure of the electrical generating
system; and
• Is located on the instrument panel in a position which will make it plainly
visible to and usable by any pilot at his station; and
• Is appropriately lighted during all phases of operation;

A gyro-magnetic type of remote indicating compass (RMI) installed to meet the

requirements of the direct reading magnetic compass may also be considered to meet
the requirement for a heading indicator, provided that it has a duplicated power supply.
Electrical Lighting – CAO 20.18 Appendix 5

IFR and VFR at Night:

Instrument illumination with an alternate source of power immediately
available should the normal source fail
Intensity control of instrument lights
2 x Landing lights (only 1 required for charter ops not carrying pax)
Passenger Compartment lights
Pilots Compartment lights
Position and anti-collision lights
Emergency lighting – shock resistant torch for each crew member

Equipment

Autopilot:
• RPT, CHTR, air ambulance under IFR must be fitted with Autopilot with roll and
pitch axis, heading hold and altitude hold capability

• An a/c may be operated in the above categories without Autopilot if the a/c is
equipped with fully functioning dual controls and 2 control seats occupied by the
PIC and a person who holds a CPL or ATPL with an endorsement for that type of
a/c and at least a co-pilot instrument rating

• If the Autopilot in an a/c engaged in CHTR or air ambulance becomes U/S, the a/c
may be flown under the IFR single pilot for 3 days commencing on the day the
Autopilot loses capability

• Single pilot RPT requires headset with microphone and push to talk button

• Windshield Clearing equipment required for a/c greater than 5700kg

• Turbine powered aircraft in excess of 5700kg must have an approved flight data
recorder and an approved cockpit voice recorder system

• FDR retains its last 25 hours of recording and CVR which retains its last 30
minutes of recording. One of the mentioned systems may be unserviceable for 21
days provided the a/c does not depart from an aerodrome where staff and
equipment are available to fix it

• Only a CVR is required for pressurized multi-engine turbine powered a/c less than
or equal to 5700kg

• Altitude Alerting System required for pressurized turbine a/c in CTA under IFR

• GPWS that has a predictive terrain hazard warning function is required for IFR
turbine a/c that is greater than 15,000kg, or carrying 10 or more passengers, and
engaged in RPT or CHTR

• All instruments and equipment on RPT or CHTR a/c must be serviceable before
T/O unless is approved by CASA or is a PUS set out in the MEL or CASA has
approved the flight with the unserviceable instrument or equipment, or the item is
for passenger convenience only and does not affect the airworthiness. The
instrument/s u/s must be placarded “UNSERVICEABLE”.
 • GPS use – operating instructions must be carried in the aircraft and must be
incorporated into the aircraft’s operations manual. Manually entered data in a
GPS computer must be cross-checked by no less than 2 crew members for
accuracy.

Radio Communications

IFR flights:

• VHF at all times

• HF if outside VHF coverage – HF not required when can maintain VHF with
company representative who is in contact with ATS
• Must maintain radio coverage

Radio Navigation Systems

RPT or CHTR greater than 5700kg:

• 2 x ADF or VOR or GNSS (any comb. that includes at least 1 ADF or VOR) +
• 1 x DME or GPS (may be U/S OCTA and in CTA with radar if equipped with SSR),
or
• 2 x GNSS

CHTR 5700kg or less:

• 2 x ADF or VOR or DME or GPS (any comb. that includes at least 1 ADF or VOR),
or
• 1 x GNSS

Marker Beacons not required for CAT 1 ILS if DME or GPS equipped
Life Jackets – 20.11 (5.1)

• Each aircraft shall be equipped with one lifejacket for each occupant where the
aircraft is over water at a distance from land greater than 50NM for multi-engine
aircraft.

• RPT or charter operations shall be equipped with a life jacket on all flights where
the take-off or approach path is so disposed over water that in the event of a
mishap occurring during the departure or the arrival it is reasonably possible that
the aircraft would be forced to land onto water.

Life Rafts – 20.11 (5.2)

• Aircraft flown over water at a distance from land greater than the permitted
distance must carry, as part of its emergency and lifesaving equipment, sufficient
life rafts to provide a place in a life raft for each person on board the aircraft.
This is a distance equal to 30 minutes at normal cruising speed, or 100 NM,
whichever is the less.

IFR Altimeters - Jepps ATC AU-501

When an accurate QNH is set the altimeter should read the nominated elevation to within
60 feet. If there is an error of +/- 75 feet the altimeter should 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 feet. When the remaining altimeter has
an error between 60 and 75 feet, flight under the IFR to the first point of landing, where
the accuracy of the altimeter can be checked is approved. If it still shows an error then
the altimeter is to be considered U/S. Therefore, errors between altimeters can be 135
feet (60 + 75).
6. Obtained and understood current operational information – 20.7.1B

Under ambient conditions or purpose of take-off weight computations, head-wind

components in excess of 20 knots shall be deemed to be 20 knots – 20.7.1 App 1. 1.11.
Under declared conditions use the zero head-wind component line.

When taking into account landing weight limitations, runway slope is only considered if
over 1% - 20.7.1B 5.1a.

• Take-off distance available means the sum of:

(a) The length of the take-off run available; and
(b) If clearway is provided — the length of the clearway.

• Take-off run available means the length of runway declared to be available and
suitable for the ground run of an aeroplane taking off.

• Commuter type aeroplane means:

A SFAR 41 aeroplane; or
An aeroplane that is certificated as a commuter category aircraft.

First Segment – Takeoff, Gear Down (0 – 35 feet) Positive

• In the take-off configuration assuming failure of the critical engine so that it is

recognised at V1, an aeroplane must be able to climb without ground effect at the
speed established as the speed at which the aeroplane becomes airborne and in
this configuration, without landing gear retraction, achieve a gross gradient of
climb which is positive for two-engine.

Second Segment – Takeoff, Gear Up, Flap 17° (35 – 400 feet) Minimum 2%

• In the take-off configuration that exists with the critical engine inoperative and
the landing gear fully retracted, the aeroplane at speed V2 must be able to
achieve a gross gradient of climb of at least 2% if the aeroplane is a commuter
type aeroplane.

• 1900C – SFAR 41C

Classified as a normal category aircraft i.e. must be able to maintain a gross climb
gradient of 2% in the second segment or 1.2% net gradient.

• 1900D – FAR 25
Is a COMMUTER category aircraft.

The flight manual has net climb gradients built into the manual
Third Segment – Enroute (400 – 1500 feet) Minimum 1.2%

• During any such level flight acceleration manoeuvre, an aeroplane with the
critical engine inoperative must have an available gross gradient of climb of at
least 1.2% for a twin-engine aeroplane.
• In the en-route configuration existing at the end of the level flight acceleration
manoeuvre, an aeroplane must be able to achieve a gross gradient of climb of at
least 1.2% for a twin-engine aeroplane.

Approach Climb Performance

• The approach climb requirements are met if, in the approach configuration with
the critical engine inoperative at a speed not more than 1.5 VS, an aeroplane
has a gross gradient of climb of at least 2.1% for a twin-engine aeroplane.

Landing Climb Performance

• The landing climb requirements are met if, in the landing configuration an
aeroplane has a gross gradient of climb of not less than 3.2% at a climbing
speed not in excess of 1.3 VS with all engines operating.

Landing Distance Required

The landing distance required in relation to a propeller driven aeroplane that is engaged
in regular public transport, or charter, operations is:

• For a landing at a destination aerodrome:

(i) when the runway is dry — a distance equal to 1.43 times the distance required
to bring the aeroplane to a stop; or
(ii) when the runway is wet — a distance equal to 1.67 times the distance required
to bring the aeroplane to a stop; and

• For a landing at an alternate aerodrome — 1.43 times the distance required to

bring the aeroplane to a stop.

Obstacle Clearance Requirements

• The take-off obstacle clearance requirements are met if the net flight path of the
aeroplane, following failure of the critical engine so that it is recognised at V1
appropriate to a dry runway, would clear by at least 35 feet vertically all
obstacles in the take-off area. For the purpose of meeting this requirement, the
planned departure procedure may include a change of heading but, in that
event, the planned angle of bank must not exceed 15°, the change of
heading must not be initiated prior to a point where the net flight path clears all
obstacles by at least 50 feet and, for the duration of the turn, the net flight
path must clear by at least 50 feet vertically all obstacles in the take-off area.
7. Correctly interpreted meteorological information

AERIS – Automatic Enroute Information Service

AWS – Automatic weather station

AWIS – Aerodrome weather information service

NSW – Nil significant weather

NOSIG – No significant change

VC – Vicinity of the aerodrome followed by another phenomenon e.g. Fog – FG i.e VCFG
(between approximately 8 and 16km of the aerodrome reference point)

ARFOR for operations below FL200

• These domestic forecasts are for operations at or below FL200. No forecast is

less than 9 hours or greater than 15 hours.

Aerodrome Forecasts

• TAF and TTF forecasts are issued for weather conditions expected within a 5NM
radius of the centre of the aerodrome.

• The TAF service for Darwin is a category A which is for International Aerodromes
and is valid for 18-24 hours and is issued 6 hourly.

Trend-Type Forecasts - TTF

TTF supersedes a TAF for its validity period. It is defined as an aerodrome weather
report (METAR/SPECI) to which a statement of trend is attached.

Automatic Visibility Information

A report from and AWS with a visibility sensor will include data from this sensor in the
body of the report if the report is fully automated (in which case the abbreviation AUTO
is also used). When the data has been obtained from only one sensor, the data will be
followed by NDV to indicate that no directional variation can be reported. In cloud
detection NCD will be used when no cloud is detected. AWS cannot detect TCU or CB.

Cloud

Type of cloud is only indentified for cumulonimbus and towering cumulus.

CAVOK

• Visibility of 10km or more;

• No cloud below 5000 feet or below highest minimum sector altitude and no CB

• No significant weather

• Whenever BKN or more of low or middle cloud cover is at or above 5000 feet and
CAVOK is used the cloud amount and base are given as supplementary info.
 •

Temperature and QNH

Up to four forecast values of air temperature and QNH are given for times HH, HH+3
hrs, HH+6 hrs and HH+9 hrs. These forecasts are point forecasts for these times but
are valid for: in the case of the first value 90 minutes after time point HH; and, for
subsequent values, 90 minutes either side of the time point.

Rainfall AU-26

Expressed as RF##.#/###.# where the first 3 digits indicate rainfall in the 10 minutes
prior to observation time and the last four digits report total rainfall recorded since 0900
local time. These are expressed to the nearest 0.2mm.

QNH Sources Terminal AU-26

Approved sources are ATC, ATIS, AWIS & CASA-approved meteorological

observers. An actual QNH is valid for 15 minutes from the time of receipt. Where the
forecast area QNH is used the minima must be increased by 50 feet.

Prior to reaching the IAF pilots are required to set the appropriate QNH. Where
instrument charts are identified by a shaded background to either minima title for the
IAL or the published minima for DME or GPS arrival procedures, landing, circling and
alternate minima have been calculated assuming the use of forecast terminal QNH.
These minima may be reduced by 100 feet whenever an actual aerodrome QNH is set.

Area QNH forecasts are to be within +/- 5 hPa of the actual QNH at any low level point
(below 1000 feet AMSL)

Take-off and Landing Reports

These are included on ATIS, where available, or passed to aircraft reporting taxiing or
inbound.
Approved Observers AU-31

For the purpose of observing visibility for take-off and landing at an aerodrome, the pilot
in command shall be deemed an approved observer for that flight.

AERIS

The AERIS is continuously broadcast from a network of VHF transmitters installed around
Australia. I.e. the METAR menu for AS, CS, DN, TK, TN and TL is broadcast on
Goochegoochera 128.45.

VOLMET

VOLMET broadcasts TTF information for selected aerodromes around Australia on a HF

frequency on the hour and half-hour.

AWIS and WATIR

Aerodrome Weather Information Service and Weather and Terminal Information Reciter
provide actual weather conditions via telephone, and at specified locations, broadcast.
8. Understood application of takeoff minima

Standard Take-off Minima Terminal AU-25

For aircraft operating IFR the minima are:

• 300 foot Ceiling; and

• 2,000M Visibility

Multi-engine aeroplanes which are two pilot operated or single pilot operated turbojet or
(operative) auto-feather equipped operating to the IFR are:

• 0 foot ceiling and

• 800M visibility, or

• 500M visibility with runway edge lighting (spacing no more than 60M) and
either runway centreline lighting or centreline markings.

Requirements for two pilot operations are:

• Endorsed on aircraft type

• Multi-crew trained on aircraft type

• Multi-crew proficiency checked within the previous 13 months, and

• Instrument rated

In addition, VAA has in the Operations Manual pg 2-75 additional requirements for
conducting take-offs with minimum ceiling and visibility. They are:

• Take-offs to be conducted by the PIC from the left hand seat

• All flight instruments have been ground checked satisfactorily

• On line-up ensure DG/HSI is aligned with the runway and heading bug is set to
the runway heading. If flight director is fitted, select go round mode.

• Apply power smoothly, maintain directional control on runway centreline to V1.

Rotate at normal pitch angle. Accelerate to V2. Once gear is selected up allow
speed to increase to Vy – 138 knots D and 135 knots C.

Notes:
• The PIC is responsible for ensuring terrain clearance is assured until reaching
either enroute LSALT or departure aerodrome MSA. This shall be complied with
should an engine failure occur at any time after V1.

• Aeroplane engine-out climb gradient under ambient conditions must be at least

0.3% greater than the obstacle free gradient for the runway length required.

• Airplanes may use published obstacle free gradients provided such gradients are
surveyed to at least a distance of 7500M from the end of the TODA. Runways
with strips widths of 150M or greater are surveyed to 7500M unless otherwise
annotated.
9. Determined alternate/holding requirements

Alternates Could Very Well Prove Life Savers

Alternate Minima

• For aerodromes with an IAP, the alternate minima is that published on the chart
• For aerodromes with an IAP where an aerodrome forecast is unavailable or is
“provisional” you must make provision for suitable alternate
• For aerodromes without IAP, the alternate minima are LSALT for final route
segment plus 500 feet and visibility of 8km – ATC AU-304 3.2.12

Weather Conditions

Except when operating an aircraft under the VFR by day within 50NM of the point of
departure the PIC must provide for a suitable alternate when arrival at the destination
will be during the currency of or up to 30 minutes prior to the commencement of the
following weather conditions:

• Cloud more than SCT cloud below alternate minima (FEW + FEW = SCT, FEW +
SCT = BKN)
• Visibility less than alternate minima or a forecast is endorsed with a probability
of fog, dust etc reducing the visibility below the alternate minima
• Crosswind or downwind component more than max for aircraft including gusts
• TS or their associated severe turbulence or their probability is forecast at the
destination, sufficient fuel is to be carried to hold for 30 minutes for an INTER or
60 minutes for a TEMPO

If Cumulonimbus are forecast you do not need to carry alternate or holding fuel. It is
only if TS or their associated severe turbulence are forecast.

Fuel or alternate is not required if you carry sufficient fuel to hold for 30 minutes after
the forecast time of cessation of these deteriorations.

• TAF – 30 min buffer applies before and after all INTER/TEMPO and FM (from)
periods. When ETA falls within this period, the required holding fuel for INTER
TEMPO or alternate requirements for a FM period applies.
 • TTF – do not require any buffer periods due to the continuous weather watch.

A TTF may have one or two visibilities. Operational requirements will apply when:
• The sole visibility is less than the alternate minima, or
• The higher visibility is less than the alternate minima

INTER and TEMPO holding fuel requirements are not cumulative

Radio Navigation Aids (RPT/CHTR)

Require an alternate unless:

Destination is served by a radio navigation aid with an IAP and the aircraft is
fitted with 2 independent and separate radio navigation systems each of which is
capable of using the aid
Destination is served by 2 different radio navigation aids which independent and
separate IAP have been prescribed and the aircraft is fitted with independent and
separate radio navigation systems capable of using these aids

May plan IFR by day to destination which is not served by a radio navigation aid without
the requirement to provide a suitable alternate if:
No more than SCT forecast below final route segment LSALT plus 500 feet and
forecast visibility at destination not less than 8km.

RNAV (GNSS) Non-precision Approach – Radio Aids AU-9

• Provision for an alternate may not be based on RNAV (GNSS) capability.

• If a TSO-C129 or a C129a receiver is used, an alternate instrument approach
utilising ground based navigation aids must be available. i.e. don’t need an
alternate for TST if aircraft has 2 ADFs for the NDB approach.
• TSO-149 does not require an alternate

Instrument Approach Requirements – ATC AU-602

An aircraft operating under the IFR at night having a MTOW greater than 5700kg may
only be planned to a destination which has an approved instrument approach; however,
you can plan to an aerodrome when the navigation aids required for the instrument
approach procedure has/have failed subject to the following:

• Provisions made for flight to an alternate aerodrome

• Aircraft must be able to be navigated to the destination then if necessary the

alternate in accordance with ATC General Flight Procedures 5.1.

• Descent below LSALT/MSA to be in accordance with the requirements for visual

approaches by night specified in Terminal 3.14.1
Runway Lighting

Require an alternate when:

Portable Lighting - responsible person is not in attendance
Electric Lighting – whether PAL or otherwise, but without standby power, need
an alternate unless portable runway lights are available and a responsible person
is in attendance to display the portable lights if primary ones fail.
PAL with Standby Power – alternate required unless a responsible person is in
attendance to manually switch on the aerodrome lighting

NO ALTERNATE REQUIRED:

• Permanent Lighting + Standby Power i.e. DN

• PAL + Standby Power + Responsible Person i.e. GTE

• Portable Lighting + Responsible Person i.e. JAB

P.S. = DN
P.R. = JAB
P.S.R = GTE

When Nominating an Aerodrome as an Alternate

Nominated Alternate Aerodrome – where the aircraft is RPT (excluding cargo-only

operations or an aircraft below 3500kg), or is an aircraft fitted with single VHF the
alternate must be one which is:
Served by a lighting system other than PAL, or
PAL with responsible person to manually turn on lighting

Nominated Alternate Aerodrome – Non-RPT, RPT less than 3500kg or cargo-only RPT
where the alternate aerodrome is served by PAL, there is no requirement for a
responsible person provided the aircraft is equipped with:

• Dual VHF; or
• Single VHF and HF and carries 30 mins holding fuel to allow for alerting of
ground staff in the event of a failure of the aircrafts VHF

The alternate requirements above for lightning do not apply if the aircraft carries fuel to
allow the aircraft to hold until first light plus 10 minutes.

An alternate aerodrome nominated in accordance with electric lighting and PAL need not
have standby power or standby portable runway lighting.
Partial Runway Lighting Failure

At a controlled aerodrome in the event of a failure of one of the circuits on a runway

equipped with interleaved circuitry lighting, pilots will be notified of a doubled spacing
i.e. 120M instead of 60M. You must then apply the following for landing.

• In VMC no restrictions

• In less than VMC prevailing visibility must be equal to or greater than the
published minima multiplied by 1.5.

Required Aerodrome lighting: ATC AU-301

Runway edge lighting,

Threshold lighting,
Illuminated wind direction indicator,
Obstacle lighting

FOR RPT - THE ABOVE PLUS

Taxiway lighting
Apron floodlighting
All lighting to be electric

Aerodrome lighting (runway, taxiway and obstacle) to be turned on (other than PAL):
30 mins prior to ETA until completion of taxi
10 mins prior to ETD until 30 mins after departure – ATC AU-303

Aerodrome lighting to be turned on (PAL):

Prior to taxi on departure
Within 15 nm of the aerodrome, at or above LSALT on arrival

Runway Edge Lighting

• The runway edge lights are longitudinally spaced 60M for instrument runways
but may be up to 90M for non-instrument runways and for non-precision
approach runways at country aerodromes.
• The lights are white except in the case of a displaced threshold will indicate red
in the approach direction
• For precision approach Cat I or II the lights are yellow in the final 600M
• Runway edge lights are omni-directional on intensity stages 1, 2 and 3 in order
to provide circling area guidance. Stages 4, 5 and 6 are unidirectional.

Intensity is to be reduced from each successive stage to an order of 25-33%. This is based on the
fact that a change of that magnitude is required for the human eye to detect that a change has
occurred. For 6 stages of intensities, they should be of the order of: 100%, 30%, 10%, 3%, 1%
and 0.3%.
Centreline lighting is white from the threshold to a point 900M from the end of the
runway then alternating red and white and red for the last 300M to end of the runway.

Operation - PAL
• Three pulses to be transmitted within 25 seconds
• Break between transmissions can be more or less than 1 second
• Transmit pulses to be between 1 and 5 seconds long

Operation - PAL + AFRU

• Transmit pulses are 1 second maximum
• Break between pulses is 1 second maximum
Knew IFR procedures for all airspace categories

AU-503 and 709. AIP pages ENR 1.4-8.

Operations in Class A Airspace

• IFR flights only are permitted

• Within radar coverage lower limit is above FL180

• Outside radar coverage lower limit is FL245

Operations in Class C Airspace

• IFR flights separated from IFR, SVFR & VFR

• Max speed N/A for IFR except at Sydney, Melbourne, Brisbane and Gold Coast

• Distance from cloud must be 1500M horizontally and 1000 feet vertically

• Must maintain a flight visibility of – 8km at or above 10,000 feet

5000M below 10,000 feet

• Within radar coverage of Sydney, lower limit FL125 and upper limit is FL180
under Class A airspace. Other airspace in control zones of defined dimensions

Operations in Class D Airspace

• IFR flights separated from IFR and SVFR

• IFR flights receive traffic information about VFR flights

• Max speed 250 KIAS below 10,000 feet

• Distance from cloud must be 1500M horizontally and 1000 feet vertically

• Must maintain a flight visibility of – 5000M below 10,000 feet

• Control zones of defined dimensions and associated control steps upper limit is
4500 feet

Operations in Class E Airspace

• IFR flights separated from IFR

• IFR flights provided with an air traffic control service and receive information on
VFR flights as far as practical

• Max speed 250 KIAS below 10,000 feet

• Distance from cloud must be 1500M horizontally and 1000 feet vertically

• Must maintain a flight visibility of – 8km at or above 10,000 feet

5000M below 10,000 feet

• Outside radar coverage within continental Australia, lower limit is FL180 and
upper limit is FL245 under Class A airspace
Operations in Class G Airspace

• Max speed 250 KIAS below 10,000 feet

• Distance from cloud must be 1500M horizontally and 1000 feet vertically

• Must maintain a flight visibility of – 8km at or above 10,000 feet

5000M below 10,000 feet

• At or below 3,000 feet AMSL or 1,000 feet AGL whichever is the higher
5000M visibility, clear of could insight of
ground or water

GAAP CTR

• IFR flights separated from IFR & VFR if in IMC

• Must remain clear of cloud

• Max speed of 250 KIAS

• Must maintain a flight visibility of – 5000M below 10,000 feet

10. Correctly interpreted DAPs including DME arcs and arrivals

Final Approach Fix (FAF)

The fix from which the final approach is executed. It is designated in the profile view of
the Jepps charts by the Maltese Cross symbol for non-precision approaches and by the
glide slope/path intercept point on precision approaches. The glide/slope path symbol
starts at the FAF.

Final Approach Point (FAP) (Australia)

A specified point on the glide path of a precision instrument approach which identifies
the commencement of the final segment.

Instrument Approach and Departures – Terminal AU-7

Aircraft may enter straight into the approach if:

• Doing a reversal procedure

• Entering off a DME arc

• The enroute track to the procedures commencement fix or facility is within 30

degrees either side of the first track of the procedure; or

• If in controlled airspace cleared by approach

• Within capture region for GPS

Standard Instrument Departures (SID):

They have been produced to satisfy requirements of noise abatement, airspace
segregation, obstacle clearance and maximum traffic flexibility
Do not account for engine failures or other emergencies involving loss of
performance (pilot accepts responsibility for obstacle clearance if not meeting
required climb gradient)
To be followed until LSALT reached
May be flown by a/c already airborne, provided visually position a/c on runway
centre-line to meet requirements
No compensation for wind required if being radar vectored but will be allowed
for if flying departure routes that are expressed as tracks
In VMC by day, PIC may request or ATC may issue a visual departure
When a departure report is required during a SID, SID identifier must be
included
For a radar SID, direction of turn and assigned heading must be advised in
airborne report
Obstacle clearance criteria = 2.5% gradient or gradient based on most critical
obstacle (higher of) + 0.8% increasing obstacle clearance from zero at
departure end of runway
Normal flight parameters = 15º AoB and 290 kts max speed
DME/GPS Arrivals:
Descent not permitted until established within appropriate sector or on
specified track
Can manoeuvre within a sector if a/c remains in the sector, at or above
segment MSA
Manoeuvring not permitted after passing the FAF
“Cleared DME/GPS arrival” clears a/c to final approach and to descend to MDA

Standard Arrival Routes (STAR):

They have been produced to satisfy requirements of noise abatement, airspace
segregation, maximum traffic flexibility and reduction in pilot/ATC workload
Usually issued prior to descent
Pilot must read back STAR identifier, transition, runway, altitude and
termination procedure
Speed restriction of 250 knots below 10,000 feet
If a speed restriction less than 250 knots applies above 10,000 feet, this also
applies below 10,000 feet

Minimum Sector Altitude:

25 and 10 nm MSA provide 1000 feet obstacle clearance
May deviate from track to facilitate entry to instrument approach when within
either 25 or 10 nm MSA
Where the 25 nm MSA is lower than 10 nm MSA, can use 25 nm altitude
provided remain in the appropriate sector

A/C Performance Category:

Category Vat After IAF After FAF Max Circling Max Missed Appr

B 91-120 120-180 85-130 135 150

C 121-140 160-240 115-160 180 240
ILS:
False course or course reversal may occur outside 35º either side of LOC
course
Locator failure – must join ILS outside the OM
Glide Path failure – localiser procedure only available
Marker beacon failure – may use ILS if alternate fixes on chart are used for
altimeter checks
If an unexplained discrepancy in altimeter check, should discontinue ILS
Should maintain within ½ scale of LOC and GS to maintain obstacle clearance
Commence MA if at any time after FAP the LOC or GS indicates full scale
deflection
Required minimum visibility is 1.2 km
When HIAL N/A, 1.5 km visibility required
If a/c flown manually for entire approach using flight director or to the CAT I
DA with auto-pilot coupled (LLZ and GP), a/c equipped with serviceable failure
warning system for primary attitude and heading reference systems and HIREL
(high intensity runway edge lighting) available the required minimum visibility
is 800M

Non-Precision Approaches:
Can enter directly into approach if within ±30º of initial track (this expands to
include the reciprocal of inbound track)
May descend outbound after crossing the fix and established or turning to
establish on outbound track
Must be established on inbound track to descend
Established = ½ scale for ILS, VOR and GPS, within ±5º NDB bearing and
within ±2 nm of DME arc
When HIAL N/A, visibility minima must be increased by 900 m

Standard Take-Off Minima:

300 feet ceiling and 2000M visibility
Must ensure terrain clearance provided both normal and engine inoperative
performance until MSA/LSALT reached
If an engine failure requires a return to land then the take-off minima is equal
to applicable landing minima
If return to departure aerodrome not available must ensure sufficient fuel to
proceed to alternate aerodrome
Multi-engine a/c which are 2 pilot or single-pilot turbojet or auto-feather
equipped operating IFR are 0 feet and 800M visibility or 500M with REL (light
spacing no more than 60 m) and either centre-line lighting or markings
T/O climb requirements are: Segment 1 – positive, segment 2 – 2%, segment
3 – 1.2%, segment 4 – 1.2%
Landing Minima:
With approach procedures – as per IAP
Without approach procedures – Day = visual approach requirements
Night = VMC from the LSALT within 3 nm

QNH Sources:
Approved sources – ATIS, AWIS, ATC or CASA approved observers
Actual aerodrome QNH valid for 15 minutes
METAR QNH doesn’t satisfy actual QNH
Actual QNH usually reduces minima by 100 feet – this is specified on the
specific charts

Special Alternate Minima:

Applicable at some aerodromes when a/c equipped with dual ILS/VOR
capability (duplicated LOC, G/P, marker and VOR receivers). Duplicated
marker receivers may be satisfied by one set of markers and a DME. The
assumption is that such aircraft will have dual ADF when a NDB or locator is
used for the ILS
Must have METAR/SPECI or forecasting services
ATC services must be provided
Must not have any protracted unserviceability (more than 7 days) of any one
VHF approach aid

Position Fixing:
Passage over NDB, VOR, DME, approved GPS position or
Intersection of 2 or more position lines which intersect with angles not less
than 45º an which are obtained from NDB’s, VOR’s, LLZ or DME’s in any
combination
A position line must be within the rated coverage of the aid with the exception
that if 2 NDB’s are used, the position lines must be within 30 nm from each of
the NDB’s
11. Knew rules for operation below LSALT/MSA day/night

DON’T VENTURE IN TOO CLOSE

DME/GPS Arrival
Vectored by radar
Instrument Approach
Thirty Nautical Miles by day
Clear of cloud
5000M visibility
In sight of ground or water
Circling area by night or
5NM on the PAPI/TVASIS
7NM on the PAPI/TVASIS with a runway that is ILS equipped
10NM on the ILS established not below ILS glide slope and less than full azimuth
deflection

Lowest Safe Altitude – ATC AU-806

• If the highest obstacle is greater than 360 feet above the height of terrain, the
LSALT must be 1000 feet above the highest obstacle
• If the highest obstacle is less than 360 feet above the terrain, or no charted
obstacle, the LSALT must be 1360 feet above the terrain elevation
• If the elevation of the highest terrain or obstacle is not above 500 feet, the
LSALT must not be less than 1500 feet
• If there is an aid, splay out 10.3º
• If there is no aid for guidance, splay out 15º
• Take these out to a max of 50NM and allow a 5NM buffer.
• If your navigation is by reference to an approved RNAV system the distance
either side of track is 30NM with the 5NM buffer instead of the 50NM and 5NM
as above.
• Where navigation is primarily by an approved GPS the tolerance must not be
less than a NDB defined route except the area need not expand beyond 7NM
either side of track with a 5NM buffer.

Descent and Terminal Procedures – Terminal AU-15

Descending Below LSALT/MSA/DA

Descent below the LSALT can be made when:

Conducting a visual approach
Descending to the MSA
Conducting a DME/GPS arrival
Radar Identified and receiving radar vectors
Over the IAF for approach or holding
Descent below the MSA/DA/RH can be made when:
Established and remain in the circling area (CAT B = 2.66 nm, CAT C = 4.2
nm)
Maintain the required visibility
Established and maintain visual reference
Maintain required obstacle clearance (CAT A/B = 300 feet, CAT C/D = 400
feet)
Manoeuvre the a/c without exceeding normal flight parameters
By night or day, intercept a position on downwind, base or finals and then
complete a continuous descent to the threshold
By day only, maintain visual contact with obstacles on the intended flight path
and required obstacle clearance until the aircraft is aligned on the landing
runway

Missed Approach

Missed Approach must be commenced if:

Conducting an approach and the aid fails or becomes suspect below the MSA
Loss of RAIM or RAIM warning is indicated at any time after passing the IAF
The a/c is out of tolerance during the final segment of an instrument approach
Visual reference is not established at or before MAPT or DA
A landing cannot be made from a runway approach, unless a circling approach
can be conducted in weather conditions equal to or better than those specified
for circling
Lose visual reference during a circling approach

Visual Reference

Visual Reference is:

The runway threshold, approach lighting or other markings identifiable with the
landing runway and either:
(1) For a circling approach, clear of cloud, in sight of ground or water and
maintain the required visibility, or
(2) For a runway approach, maintain the required visibility (only 2 HIAL
required)

Visual Approaches ATC AU-707 & Terminal AU-24

By DAY in CTA:
May be commenced when:
(1) Within 30 nm of aerodrome
(2) Established visual reference to the ground or water
(3) Visibility of at least 5000 meters
Tracking requirements:
(4) Maintain track or heading until 5 nm from the aerodrome

Altitude requirements:
(5) Not less than 500 feet above CTA LL
(6) Not below lowest altitude possible for VFR flight
By NIGHT in CTA:

May be commenced when:

(1) Established visual reference to the ground or water

(2) Visibility of at least 5000 meters, AND EITHER

(3) Within 30 nm of aerodrome,

OR

Being radar vectored and assigned minimum radar LSALT and given
heading instructions to intercept final or to position the a/c within the
circling area

Tracking requirements:
(4) Maintain track or heading until within the circling area

Altitude requirements:
(5) Not below LSALT/MSA or appropriate DME/GPS step or 500 feet above
CTA LL or last assigned altitude if being vectored UNTIL
(6) Within the circling area and aerodrome in sight
OR

Within 5 nm (7nm for aerodrome wit ILS), aligned on centerline and

established not below “on slope” of PAPI or TVASIS

OR

Within 10 nm (14 nm for rwy 16L and 34L at Sydney), established not
below ILS GP with less than full scale deflection

By DAY OCTA:
May be commenced when:
(1) Within 30 nm of aerodrome, and not below LSALT/MSA or appropriate
DME/GPS step or MDA for procedure being flown,
(2) Clear of cloud
(3) In sight of ground or water
(4) Visibility of at least 5000 meters

Must be able to maintain the above:

(5) To within the circling area, and
(6) At an altitude not less than minimum for VFR

By NIGHT OCTA:
May be commenced when:
(1) Not below LSALT/MSA or appropriate DME/GPS step or MDA for procedure
being flown,
(2) Clear of cloud
(3) In sight of ground or water
(4) Visibility of at least 5000 meters, and either
(5) Within the circling area
OR

Within 5 nm (7nm for aerodrome wit ILS), aligned on centreline and

established not below “on slope” of PAPI or TVASIS

OR

Within 10 nm (14 nm for rwy 16L and 34L at Sydney), established not
below ILS GP with less than full scale deflection
Descent Below RADALT

• We can only descend to our RADALT if we are conducting a CAT II or III ILS which
there is currently none of in Australia. The CAT I ILS DA is based on height above
threshold not above ground level at the DA therefore you can only descend to
your barometric altitude plus any PCA.

PCA’s

PCA for 1900D = 130 knots, Flap 17°, gear down is +10 feet correction

PCA for 1900C = 130 knots, Flap Approach and Landing, gear down is +2 foot correction

Single Engine Service Ceiling – One Engine Inoperative

1900D – OAT +6°C and weight of 7765kg = 13,000 feet – BLEEDS ON

OAT +0°C and weight of 6804kg = 16,800 feet – BLEEDS ON

1900C - OAT +20°C and weight of 7500kg = 7,000 feet – BLEEDS ON

OAT +10°C and weight of 6500kg = 12,000 feet – BLEEDS ON

OAT +10°C and weight of 7500kg = 10,000 feet – BLEEDS OFF

12. Understood requirements for circling approaches

Cat B 135 knots 2.66nm – circling area radius from threshold average bank angle is 20°

Cat C 180 knots 4.2nm Jepps – Introduction pg 115b

Visual Circling or Non-Precision Approach (NPA)

During visual circling or during an NPA, descent below MDA may only occur when the
pilot:

• Maintains the aircraft within the circling area; and

• Maintains visibility along flight path, not less than the min specified on chart;
and
• Maintains visual contact with landing runway environment; and
• Either by day or night while complying with the above (at an altitude not less
than MDA) intercepts a position on the downwind, base or final leg of the landing
traffic pattern and from here can complete a continuous descent to the landing
threshold using rates of descent and flight manoeuvres which are normal for the
aircraft type and during this descent maintains an obstacle clearance along the
flight path not less than the minimum for the aircraft performance category until
the aircraft is aligned with the landing runway; or
• By day only maintains visual contact with obstacles along flight path which is not
less than the minimum required for the category until it is aligned with the
landing runway.
13. Understood ERSA normal and emergency procedures

14. Flight plan accurate and complete

15. Publications amended and complete

 Holding – Terminal AU-5

Speed Limits:
Up to and including FL140 = 230 knots
Above FL140, up to and including FL200 = 240 knots
Above FL200 = 265 knots

Time Limits:
Up to and including FL140 = 1 minute or chart limit
Above FL140 = 1.5 minutes or chart limit

Turn Limits:
Lesser of 25º AoB or Rate 1. i.e. 180 knots is also 25° AoB
All holds are right hand unless a chart or ATC advises otherwise

Entry into the Holding Pattern – P.O.D. Parallel.Offset.Direct

This must be in relation to the 3 entry sectors with a flexibility of 5º either side.

Sector 1 (Parallel)

Fly over the beacon and turn onto the reciprocal of the inbound track. After 45 seconds,
make a turn to the inside of the holding pattern for a 30° intercept of the inbound track.
When rolling through the inbound track, note how far the needle is ahead or behind the
inbound course, for example 10°. Double this and this is your intercept angle.

Sector 2 (Offset)

Fly over the beacon and turn onto a heading of 30° to the reciprocal of the inbound
track. After 1 minute turn into the direction of the holding pattern and intercept the
inbound leg.

Sector 3 (Direct)
After flying over the beacon turn in the direction of the hold and when the needle is 90°
to you start timing for one minute. After one minute the needle should indicate the
offset angle (30° to the inbound track). If you are inside the hold you will reach the
offset prior to one minute.

Reversal Procedures

These must be entered from a track within +/- 30º of the outbound track of the reversal
procedure (ENR 1.5 – 19).

Outbound Timing

Outbound timing commences abeam the aid or on attaining the outbound heading
whichever is the latter.
 Other Stuff

Suitability of Aerodromes ATC AU-302

BE190 is a Code Letter 2B

• Aeroplane Reference Field Length is at least 800M, but less than 1200M

• Wing span is at least 15M but less than 24M (17.7M/16.6M – 1900D/C)

• Outer main gear span is at least 4.5M but less than 6M (5.23M)

Therefore the minimum runway width for our aircraft is 23M. However, if an airplane
has a reference field length of less than 1500M and which, for the purpose of takeoff and
landing, has the crosswind limits specified in its flight manual reduced by 50% we can
land at an aerodrome with a minimum runway width of 18M.

The minimum width of GRADED runway strip shall be 80M for Code 2 runways.

Lighting

PAPI – ATC AU-319

If you are on slope with the Papi it will cause you to land abeam the Papi. Four white
lights – too high i.e. more than 3.5°, and too low is 2.5°

T-Vasis

If you are on slope with the T-Vasi it will cause you to land just after the T-Vasi.

Runway centreline marking

On all sealed or concrete runways whose width is 18M or greater consist of a solid 30M
long white line followed by a 30M gap. ATC AU-310.

Touchdown Zone markings

Are used on both ends of sealed or concrete runways where the width is 30M or greater,
to provide guidance in relation to distance while landing. The markings at 450M are
omitted from runways less than 1500M. I.e. you have the threshold (piano keys), 150M
in you have the first set of touchdown markings, another 150M in (at 300M) you have
the main (wider) touchdown markings (1000 foot markers) and if the runway is long
enough you have another set starting at 450M.
GENERAL FLIGHT PROCEDURES

Navigation under the IFR ATC AU-505

When using a radio navigation system the maximum time interval between positive fixes
must not be more than 2 hours unless able to navigate in day VMC conditions with
reference to ground or water. When navigating by visual reference you must positively
fix the aircraft’s position by visual reference to features shown on topographical charts at
intervals not exceeding 30 minutes.

Tracking

The order of precision is Localizer, GNSS, VOR then NDB/Locator

Position Fixing

Position fixing is a positive radio fix over a NDB or VOR, or a DME or by the intersection
of two or more position lines which intersect with angles not less than 45° and which
are obtained from NDBs, VORs, Localizers or DMEs in any combination. The position line
must be within the rated coverage however if the position is determined entirely from
NDBs the position lines must be within a range of 30NM from each of the NDBs.

Off-Track in Controlled Airspace – ATC AU-506

• Half scale deflection or more on the VOR or localizer

• +/- 5° for and NDB

• +/- 2NM or more from the required DME arc

• +/- 2NM with RNAV

• 1NM for navigation using visual reference

Avoiding Controlled Airspace

The pilot of an aircraft operating in Class G airspace must apply the tolerances below to
their flight path to ensure that controlled airspace, or restricted areas are not infringed.

• NDB +/- 6.9°

• VOR +/- 5.2°

• DR +/- 12°

• RNAV +/- 14NM

For DR tracking +/- 9° may be used provided where initial tracking guidance has been
provided by NDB, VOR or TACAN and there is no subsequent change in track.

GPWS – ATC AU-509

You cannot fly under the IFR in a turbine engine aircraft if the MCTOW is above 15,000kg
or is carrying 10 or more passengers and is engaged in RPT or Charter.

TCAS II – ATC AU-509

TCAS II is required if aircraft has a MTOW in excess of 15,000 kg or is carrying more

than 30 passengers.
FLIGHT PLANNING – ATC AU-601

For a flight to the destination for which a prescribed instrument approach procedure does
not exist, the minimum requirement is an area forecast.

Aerodrome forecasts for the destination and alternate must be valid for a period of not
less than 30 minutes before and 60 minutes after planned ETA.

DEPARTURE, APPROACH AND LANDING PROCEDURES

Terrain and Obstacle Clearance – ATC AU-702

• Obstacle clearance when below LSALT/MSA is a pilot responsibility, except

• ATC responsible when an aircraft is assigned a level using ATS surveillance

service terrain clearance procedures until pilot is assigned responsibility.

• When IFR aircraft is issued a heading and/or required to maintain a level below
MSA/LSALT during a visual departure “VISUAL” will be appended to the departure
instructions.

Visual Departure – ATC – AU-703

• Pilot must maintain obstacle clearance visually

• Not less than 500 feet above the lower limit of the CTA, and

• Maintain track/heading authorised by ATC

Establishment on Track

Unless tracking via a SID or otherwise instructed by ATC a PIC must remain within 5NM
of the departure aerodrome to establish flight on the departure track as soon as
practicable after take-off.
DESCENT AND ENTRY - ATC AU-705

• Speed variation of more than +/- 10 knots or Mach 0.025 must be advised to ATC
for jet aircraft – ATC AU-705

• Where a delay of more than 5 minutes is expected ATC will advise expected
landing time or approach time.

• Holding – At time or position advised PIC must advise departure time from the
stack, and state heading and altitude. PIC should leave hold on time however; 1
minute ahead of time is acceptable.

• When leaving an enroute holding pattern, jet aircraft must maintain 250 knots
IAS. Variations by more than 10 knots must be advised to ATC.

• Crosswind component will be given to multi-engine aircraft if it exceeds 12 knots.

Circuit Information ATC AU-718

• Aircraft should not be operated in the circuit at an IAS higher than 200 knots

• Pilots remaining in circuit should climb to within 300 feet fop circuit height before
turning crosswind.

• Taxi reports for IFR aircraft should include – Aircraft type

POB (other than RPT flights)

IFR

Location
 Destination or departure quadrant

Runway to be used

• Departure reports should include - Time

Outbound track in degrees magnetic

Intended cruising level

ETA of first reporting point

GPS Reporting

• Pilots should provide either a DME distance or a GPS distance unless RAIM is
unavailable and has been for the last 10 minutes.

• If distance is provided to ATC and RAIM is currently not available, but has been
available in the preceding 10 minutes the distance report should be suffixed
“NEGATIVE RAIM”

GPS Operations without RAIM

In controlled airspace ATC must be advised if:

• RAIM is lost for periods greater than 10 minutes

• RAIM is not available when ATC request GPS distance

• The GPS receiver is in DR mode or experiencing loss of navigation function, for

more than one minute

• Indicated displacement from track centreline exceeds 2NM

ILS

Azimuth on the ILS glide path is 0.7° for full scale and 0.3° or 0.4° for half scale
deflection.

SID

Worked out on a 3.3% gradient with a 0.8% splay

DME ARCS with a ground speed of 120 knots (2NM/minute)

10NM Arc = 12°/min 6° Arc = 1NM

12NM Arc = 10°/min 5° Arc = 1NM

15NM Arc = 8°/min 4° Arc = 1NM

Definitions

• MSA

Provides 1000 foot obstacle clearance within the circle or sector within 25 NM

• ICAO ILS CAT I

 An ILS procedure which provides for an approach to a decision height no lower
than 200 feet and a visibility not less than 800M or a runway visual range not less
than 550M

Low Visibility Operations

Caution the illusion that in rain, you think that you are too high with a resulting
undershoot tendency.
Separation Minima for Landing

A landing aircraft will not be permitted to cross the threshold until:

a. a preceding departing aircraft using the same runway

• airborne and has commenced a turn; or
• Is beyond the point on the runway at which the landing aircraft could be expected
to complete its landing roll and there is sufficient distance to manoeuvre safely in
the event of a missed approach.
• Is at least 1000M from the runway threshold, and
has commenced a take-off run, and in the opinion of the controller, no collision
risk exists, and

the aircraft taking off has a MCTOW of 7000kg or less, and

the landing aircraft is category A with a MCTOW below 3000kg.

b. a preceding landing aircraft using the same runway:

• has vacated it and is taxiing away from the runway; or
• will vacate the runway without backtracking, and
the preceding landing aircraft has a MCTOW of 7000kg or less, and the following
landing aircraft is a category A with a MCTOW below 3000kg.

Dangerous Goods

Maximum of 5kg ammunition allowed per passenger.

Disabling devices such as mace and pepper spray are prohibited to be carried by air.
Reference – Vincent GHM pg 3-12.

Dry Ice – Checked Baggage – 2kg max per passenger with operator’s approval

Carry-on Baggage – 2kg max per passenger without operator’s approval

Shipper to sign two copies of Shippers Declaration for Dangerous Goods.