IFR Alternate Requirements PDF

Alternate Requirements Suitability of Alternates Part 91 MOS 8.07 – Destination Alternate Aerodromes – restrictions AIP ENR 1.1 Para 10.7.1.2 – Alternate Aerodromes – General (Jepp ATC – Airports and Ground Aids 3.1.2) When a flight is required to provide for an alternate aerodrome, any aerodrome ma...

Alternate Requirements Suitability of Alternates Part 91 MOS 8.07 – Destination Alternate Aerodromes – restrictions AIP ENR 1.1 Para 10.7.1.2 – Alternate Aerodromes – General (Jepp ATC – Airports and Ground Aids 3.1.2) When a flight is required to provide for an alternate aerodrome, any aerodrome may be so nominated for that flight provided: a. it is suitable as a destination for that flight; and b. is not an aerodrome for which that flight would require to provide for an alternate aerodrome; and c. is not a helideck Alternates Could Very Well Prove Life Savers Aids Part 91 MOS 8.05 – Destination Alternate Aerodromes – navigation AIP ENR 1.1 Para 10.7.3 – Radio Navigation Aids (Jepp ATC – Airports and Ground Aids 3.3) Part 91 aircraft: A destination alternate aerodrome must be planned for an IFR flight by night to a planned destination aerodrome that is: a) not served by an instrument approach procedure; or b) is served by 1 or more instrument approach procedures, none of which the pilot is able to conduct. AIP ENR 1.1 Para 10.7.2.10 – Weather Conditions (Jepp ATC – Airports and Ground Aids 3.3) For IFR flights, the alternate minima are as follows: a. For aerodromes with an instrument approach procedure that the pilot is able to conduct, the alternate minima published on the chart (see ENR 1.5, Section 6). b. By day only – for aerodromes without an instrument approach procedure, or that has an instrument approach procedure but the pilot is unable to conduct that procedure, the alternate minima is the lowest safe altitude for the final route segment plus 500FT and a visibility of 8KM. AIP ENR 1.1 Para 10.7.3.3 – Radio Navigation Aids (Jepp ATC – Airports and Ground Aids 3.3) If aircraft navigation is to be conducted using a GNSS receiver certified only to (E)TSO C-129, navigation to a destination alternate aerodrome must be planned using a navigation system other than GNSS. Author’s Note: This also requires provision for a ground-based IAP if an approach in VMC is not possible). CASA have specifically clarified this with RPT operators to mean that if a TSO-C129 or Page 26 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top 129a GNSS is being used, then an alternate must be planned for unless either the weather conditions described above are met or the alternate requirements can be met by the use of ADF or VOR. Night VFR aircraft must provide for a suitable alternate aerodrome within one hour flight time of the destination unless: a. the destination is served by a radio navigation aid (NDB/VOR) and the aircraft is fitted with the appropriate radio navigation system capable of using the aid, and the pilot is competent in using the aid, or b. the aircraft is fitted with an approved GNSS, as defined in the relevant MOS for the kind of operation being conducted), and the pilot is competent in using the GNSS. Clouds, Visibility and Wind Part 91 MOS 8.04 – Destination Alternate Aerodromes – weather AIP ENR 1.1 Para 10.7.2 – Weather Conditions (Jepp ATC – Airports and Ground Aids 3.2.1) Except when operating an aircraft under the VFR by day within 50NM of the point of departure, the pilot in command must provide for a suitable alternate aerodrome when arrival at the destination will be during the currency of, or up to 30 minutes prior to the forecast commencement of, the following weather conditions: cloud - more than SCT below the alternate minimum (see AIP ENR 1.1 Para 10.7.2.10 and Para 10.7.2.11 (Jepp ATC – Airports and Ground Aids 3.2.10 and 3.2.11)); or visibility - less than the alternate minimum; or visibility - greater than the alternate minimum, but the forecast is endorsed with at least a 30% 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. Provided and PROB AIP ENR 1.1 Para 10.7.1.3 – General (Jepp ATC – Airports and Ground Aids 3.1.2) When an aerodrome forecast is not available, the pilot in command must make provision for a suitable alternate that has an available forecast. AIP ENR 1.1 Para 10.7.2 – 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 27 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Lighting Part 91 MOS 8.06 – Destination Alternate Aerodromes – aerodrome lighting AIP ENR 1.1 Para 10.8.1.1 – Suitability of Aerodromes (Jepp ATC – Airports and Ground Aids 2.1) When aerodrome lighting is required and PAL is not being used, the pilot in command or operator must ensure that arrangements have been made for the lighting to be operating during the following periods: a. departure: 10 minutes before departure to at least 30 minutes after takeoff; b. arrival: from at least 30 minutes before ETA to the time landing and taxiing has been completed. AIP ENR 1.1 Para 10.7.4 – Runway Lighting (Jepp ATC – Airports and Ground Aids 3.4) Portable Lighting When a flight is planned to land at night at an aerodrome where the runway lighting is portable, provision must be made for flight to an alternate aerodrome unless arrangements are made for a responsible person to be in attendance during the period specified in AIP ENR 1.1 Para 10.8.1.1 (Jepp ATC – Airports and Ground Aids 2.1), to ensure that the runway lights are available during that period. If No Standby Power Available When a flight is planned to land at night at an aerodrome with electric runway lighting, whether pilot activated or otherwise, but without standby power, provision must be made for flight to an alternate aerodrome unless portable runway lights are available and arrangements have been made for a responsible person to be in attendance during the period specified in AIP ENR 1.1 Para 10.8.1.1 (Jepp ATC – Airports and Ground Aids 2.1), to display the portable lights in the event of a failure of the primary lighting. An alternate aerodrome nominated in accordance with the requirements in AIP ENR 1.1 paras 10.7.4.2 and 10.7.4.3 (Jepp ATC - Airports and Ground Aids 3.4.2 and 3.4.3) need not have standby power or standby portable runway lighting. Pilot Activated Lighting When a flight is planned to land at night at an aerodrome with PAL and standby power, provision must be made for a flight to an alternate aerodrome equipped with runway lighting unless a responsible person is in attendance to manually switch on the aerodrome lighting. An alternate aerodrome nominated in accordance with the requirements in AIP ENR 1.1 paras 10.7.4.2 and 10.7.4.3 (Jepp ATC – Airports and Ground Aids 3.4.2 and 3.4.3) need not have standby power or standby portable runway lighting. Lighting Systems for Alternate Aerodrome Page 28 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top An aerodrome served by PAL may be nominated as an alternate aerodrome. There is no requirement for a responsible person to be in attendance, but the aircraft must be equipped with: a. dual VHF; or b. single VHF and HF and carries 30 minutes holding fuel to allow for the alerting of ground staff in the event of a failure of the aircraft’s VHF communication. Storms AIP ENR 1.1 Para 10.7.2.1 – Weather Conditions (Jepp ATC – Airports and Ground Aids 3.2.1) 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: d. a thunderstorm or associated severe turbulence, or a forecast of at least a 30% probability of such an event; AIP ENR 1.1 Para 10.7.2.5 – 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 Part 91 MOS 8.08 – Alternate Minima – Australian aerodromes 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. Dual ILS/VOR approach capability must include: a. duplicated LOC; and b. duplicated GP; and c. duplicated VOR; and d. either: (i) duplicated DME; or (ii) duplicated GNSS; or (iii) single DME and single GNSS. Special alternate weather minima are identified on applicable instrument approach charts by a double asterisk adjacent to the ALTERNATE title and a note Page 29 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top 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 30 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Departure 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 aircraft altimeter(s) at some point prior to take-off. Note: Where the first check indicates that an altimeter is unserviceable, the pilot is permitted to conduct a further check at another location on the same airfield; for example, the first on the tarmac and the second at the runway threshold (to determine altimeter serviceability). AIP ENR 1.7 Para 1.2 – IFR Altimeters (Jepp ATC – General Flight Procedures 1.1.2) With an accurate QNH set, the altimeter(s) should read the nominated elevation to within 60FT. If an altimeter has an error in excess of ± 75FT, the altimeter must be considered unserviceable. When two altimeters are required for the category of operation, one of the altimeters must read the nominated elevation to within 60 ft. When the remaining altimeter has an error between 60 ft and 75 ft, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be re-checked, is approved. In the event that the altimeter shows an error in excess of 60 ft on the second check, the altimeter must be considered unserviceable for flight under the IFR. An aircraft fitted with two altimeters but requiring only one for the category of operation may continue to operate under the IFR provided one altimeter reads the nominated elevation to within 60 ft. Should the remaining altimeter have an error in excess of 75 ft that altimeter must be placarded unserviceable and the maintenance release appropriately endorsed. When an aircraft is fitted with only one altimeter and that altimeter has an error between 60 ft and 75 ft, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be re-checked, is approved. In the event that the altimeter shows an error in excess of 60 ft on the second check the altimeter is to be considered unserviceable for flight under the IFR. AIP ENR 1.7 Para 1.3 – VFR Altimeters (Jepp ATC – General Flight Procedures 1.1.3) With an accurate QNH set, a VFR altimeter(s) should read site elevation to within 100FT (110FT at test sites above 3,300FT) to be accepted as serviceable by the pilot. If an aircraft fitted with two VFR altimeters continues to fly with one altimeter reading 100FT (110FT) or more in error, the faulty altimeter must be placarded unserviceable and the error noted in the maintenance release. Page 31 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top 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 32 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Take-off Minima Part 91 MOS Chapter 15.06 – Take-off minima for other aeroplanes The take-off minima in this section apply to a take-off that: a) is not a low-visibility take-off; and b) is not conducted using a qualifying multi-engine aeroplane. The take-off minima are: a) a cloud ceiling of 300 ft; and b) visibility of 2 000 m Part 91 MOS Chapter 15.03 – Take-off minima requirements A pilot in command must not commence a take-off if, at the time of take-off: a) the meteorological conditions are less than the take-off minima for the aircraft; or b) the meteorological conditions that would exist if it were necessary to return to land at the departure aerodrome because of engine failure, are not: (i) at or above the landing minima for any IAP that the pilot in command is able to conduct at the aerodrome; or (ii) such as to allow a visual approach for the return to land. Part 91 MOS Chapter 15.05 The take-off minima in this section apply to a take-off that: a) is not a low-visibility take-off; and b) is conducted using a qualifying multi-engine aeroplane. The take-off minima are: a) visibility of 800 m Author’s Note: This minima can be reduced to a visibility of 550M under certain conditions. Refer Part 91 MOS Chapter 15.05 Part 91 MOS Chapter 15.02 A qualifying multi-engine aeroplane means an IFR aeroplane that is: a) either: (i) a multi-engine jet-powered aeroplane with an MTOW of more than 2 722 kg; or (ii) a multi-engine turboprop-powered aeroplane with an MTOW of more than 5 700 kg that is: a. operated by at least 2 pilots; or b. operated by 1 pilot and fitted with operative autofeather; and b) in the event of an engine failure — capable of maintaining terrain clearance until reaching the minimum height for IFR flight. Page 33 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Sample Departure Briefing Chart “Today we are using the [aerodrome] [departure title] [index number] effective ______. “The [aid] is tuned identified and tested to [frequency]. [or] “The [approach title] SID has been loaded. The tracks, distances and heights have been verified and RAIM is available.” Flying the Departure [Read initial climb instructions from chart.] [Discuss assigned altitude.] Terrain [Discuss MSAs] Weather [Discuss weather conditions from AWIS, ATIS, or TAF. Consider effect of wind on tracks. Discuss QNH and confirm reasonableness.] [Discuss weather conditions at destination and confirm they remain suitable.] Considerations and Questions [Discuss relevant chart notes for aerodrome and departure. Discuss relevant NOTAMs for aerodrome and departure.] [Discuss plan to achieve MSA in the event of engine failure and options available to return or divert.] [Discuss meteorological conditions from AWIS, ATIS, or TAF. Discuss QNH and confirm reasonableness.] [Discuss special considerations and conditions such as: - recent changes to chart - traffic] [Ask the other crewmember (if applicable) if they have any further items to discuss or have any questions.] Page 34 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Sample Take-off Safety Briefing “My speeds are: VMCA VR VYSE ______ ______ ______ “When I have any abnormality before VR I will maintain aircraft control and reject the take-off. “At or after VR and before VYSE for a critical malfunction, I will maintain aircraft control and • land because runway permits; or • accelerate to VYSE, selecting flap up above 300 feet. [Make an informed and concise plan at each particular take-off, taking into consideration strip length, obstacles, wind for increased climb gradient, terrain and direction of turns, aircraft performance limitations and type of malfunction that could occur.] “Above VYSE I will maintain aircraft control, prevent yaw, mixture up, pitch up, power up, gear up, flaps up then dead leg – dead engine, confirm and feather. “Based on the meteorological conditions, terrain and facilities here, I will • circle to land, turning towards the live engine [if appropriate]; or • continue to ______. “In the event that performance is not achieved to climb or maintain level flight, I will ______ [discuss options]. [Discuss simulated or actual emergencies and who has control of the aircraft in an actual emergency.]” Page 35 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top En Route Local QNH, Area QNH and Transition Layers AIP ENR 1.7 Para 2 – Altimeter Setting Rules (Jepp ATC – General Flight Procedures 1.2) For all operations at or below the Transition Altitude, 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 QNH Forecast if the current Local QNH is not known. For all operation at or above the Transition Level, the altimeter reference must be 1013.2 hPa. The position to change between QNH and 1013.2 hPa shall always be: a. on climb after passing 10,000 ft and prior to levelling off; b. or on descent prior to entering the Transition Layer. Accessed from https://www.airservicesaustralia.com/aip/current/aip/complete_02DEC2021.pdf on 07/12/2021 Page 36 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Navigation Requirements Under the IFR AIP ENR 1.1 Para 4.1 – Flight Under the IFR (Jepp ATC – General Flight Procedures 5.1) An aircraft operating under the IFR must be navigated by: a. an approved area navigation system that meets performance requirements of the intended airspace or route; or b. use of a radio navigation system or systems where, after making allowance for tracking errors of ± 9° from the last positive fix, the aircraft will come within the rated coverage of a radio aid which can be used as a fix. The maximum time interval between fixes must not exceed two hours; or c. visual reference to the ground or water by day, on route segments where suitable enroute radio navigation aids are not available, provided that weather conditions permit flight in VMC and the visual position fixing requirements of AIP ENR 1.1 Para 4.1.2.1.b (Jepp ATC – General Flight Procedures 5.2.1.b) are able to be met. Author’s Note: Distance able to be flown = 6.66 x rated coverage Maximum time interval of 2 hours between fixes still applies Fix can be achieved before station passage with GNSS or co-located DME within rated coverage Deviations in Controlled Airspace AIP ENR 1.1 Para 4.2.5 – Aircraft Deviations in Controlled Airspace - Advice to ATC (Jepp ATC – General Flight Procedures 5.6) The pilot must immediately notify ATC for any of the deviations described below: Navigation NDB ± 5° VOR Half-scale deflection RNP/RNAV DME VISUAL Page 37 of 58 Tolerance Outside the prescribed RNP/RNAV value ± 2 NM 1 NM NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Holding Sector Entries AIP ENR 1.5 Para 3.4 – Entry Into the Holding Pattern (Jepp TERMINAL – Holding Procedures Para 4) Sector 1 entry (Parallel Entry) a) On reaching the holding fix, the aircraft is turned onto an outbound heading for the appropriate time (taken from over or abeam the holding fix whichever is later), or until the reaching the limiting DME distance if earlier; then b) the aircraft is turned onto the holding side to intercept the inbound track or to return to the fix; and then c) on the second arrival over the holding fix, the aircraft is turned to follow the holding pattern. Sector 2 entry (Offset or Teardrop Entry) a) On reaching the holding fix, the aircraft is turned onto a heading to make good a track of 30 degrees from the reciprocal of the inbound track on the holding side; then b) flown outbound: 1. for the appropriate period of time from the holding fix, where timing is specified, up to a maximum of 1 minute and 30 seconds; or, if earlier 2. until the appropriate limiting DME distance is attained, where distance is specified; then c) the aircraft is turned in the direction of the holding pattern to intercept the inbound holding track; then d) on second arrival over the holding fix, the aircraft is turned to follow the holding pattern. Sector 3 entry (Direct Entry) On reaching the holding fix, the aircraft is turned to follow the holding pattern. Outbound timing begins abeam the fix, or when the abeam position cannot be determined, from completion of the outbound turn. DME Arc Entry Having reached the fix, the aircraft must enter the holding pattern in accordance with either Sector 1 or Sector 3 entry procedure. Page 38 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Right Turns (Standard) Left Turns (Non-Standard) Accessed from https://www.airservicesaustralia.com/aip/current/aip/complete_02DEC2021.pdf on 07/12/2021 Page 39 of 58 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Holding Limitations AIP ENR 1.5 Para 3.3 – Limitations (Jepp TERMINAL – Holding Procedures 3) (a) Speed. IAS must not exceed Altitude Up to and inc. FL140 Max KIAS 230 170* ABV FL140 240 Above FL200 265 *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 FL140 – 1.5 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. (f) Exiting. For ATC traffic management, jet aircraft in CTA must leave an en route holding pattern at 250KT IAS, unless otherwise published or advised by ATC. Pilots may request a variation to this requirement. Page 40 of 58 Powered by TCPDF (www.tcpdf.org) NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top