IFR Cheat Sheet v7.0_Approaches PDF

Approaches Types of Instrument Approaches Part 61 Manual of Standards Volume 2, Schedule 2, Section 5, Operational Rating and Endorsement Standards Instrument Approach 2D NDB VOR DME or GNSS Arrival Procedure RNP APCH LNAV and RNP APCH LP [prev. RNAV (GNSS)] LLZ Instrument Approach 3D ILS MLS GL...

Approaches Types of Instrument Approaches Part 61 Manual of Standards Volume 2, Schedule 2, Section 5, Operational Rating and Endorsement Standards Instrument Approach 2D NDB VOR DME or GNSS Arrival Procedure RNP APCH LNAV and RNP APCH LP [prev. RNAV (GNSS)] LLZ Instrument Approach 3D ILS MLS GLS RNP-LNAV/VNAV (Baro) RNP-LPV Azimuth guidance operations NDB DME or GNSS Arrival Procedure (using an ADF) Course deviation indicator operations ILS LLZ RNP APCH LNAV and RNP APCH LP [prev. RNAV (GNSS)] RNP-LNAV/VNAV (Baro) RNP-LPV VOR DME/GNSS Arrival Procedure (using a CDI) Page 41 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 Setting QNH Before IAF Part 91 Manual of Standards 14.03 AIP ENR 1.5 Para 5.3 – QNH Sources (Jepp TERMINAL – Instrument Approach/Take-off Procedures 7.3) Prior to passing the IAF, pilots are required to set either: (a) the actual aerodrome QNH from an approved source, or (b) the Forecast Aerodrome (TAF) QNH, or (c) the forecast area QNH Where Airservices Australia instrument approach charts are identified by a shaded background to either the minima titles for IAL charts or the published minima for DME or GNSS Arrival Procedures, landing, circling and alternate minima have been calculated assuming the use of Aerodrome Forecast (TAF) QNH. These minima may be reduced by 100FT whenever an actual aerodrome QNH is set. Jeppesen instrument approach charts have minima for both actual aerodrome QNH and forecast aerodrome QNH. Approved sources of actual QNH are ATC and ATIS except when the aerodrome forecast QNH is provided, AWIS and Bureau of Meteorology accredited meteorological observers. An actual aerodrome QNH obtained from an approved source is valid for a period of 15 minutes from the time of receipt. Note: METAR QNH does not meet this requirement. When the actual aerodrome QNH is not available, ATC will report the Aerodrome Forecast (TAF) QNH on the ATIS. The ATIS will include information in the format “ACTUAL QNH NOT AVAILABLE, AERODROME FORECAST QNH...” Note: Forecast QNH reported by ATC or on the ATIS is not an approved source of actual QNH. Where the forecast area QNH is used, the minima used must be increased by 50FT. Aerodrome Operating Minima AIP ENR 1.5 Para 1.18 – Aerodrome Operating Minima (Jepp TERMINAL – Instrument Approach/Take-off Procedures 2.6) Landing minima are published on Australian approach charts as MDA/H or DA/H. Obstacle Clearance Altitude/Height is not published. Landing minima are the basis for determining AOM. Operators must establish AOM for each aerodrome to be used for operations. After consideration of the factors listed below, operators may determine that their AOM should be higher than the published landing minima: a) The type, performance and handling characteristics of the aeroplane. b) The composition, experience and competence of the flight crew. c) The means used to determine and report meteorological conditions. Author’s Note: the prescriptive 50 feet PEC addition no longer appears in the AIP. Page 42 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 Approach Ban for IFR Flights CASR 91.310 Part 91 MOS 16 – Approach ban for IFR flights Author’s note: this rule was introduced to ensure that aircraft utilising low-visibility operations were able to make approaches in a timely manner and not be held up by other aircraft who were unlikely to successfully land from an instrument approach when the meteorological conditions are below the minima. For an aircraft conducting an IAP at an aerodrome: • that has an air traffic control service in operation; and • for which RVR reports are available for IAPs to the relevant runway PIC must not descend below 1,000 feet AAL where the TDZ RVR (for other than low-visibility operations) or controlling zone RVR (for low-visibility operations) is reported by ATC as continually less than the landing minima for the IAP Despite the above, the PIC may continue the IAP if already below 1,000 feet AAL when this information is received. Flying Below Lowest Safe Altitude CASR 91.305 – Minimum heights – IFR flights AIP GEN 3.3 Para 4 – Calculation of Lowest Safe Altitude (Jepp ATC – Climb and Cruise 3.6.4) “T V I V C” Take-off or landing Visual approach or departure Instrument approach or departure ATC clearance VMC by day 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, unless permitted by CASR 91.265, 91.267 and 91.305 or another civil aviation legislation provision. Page 43 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 Descent Below the Straight-in MDA or DA AIP ENR 1.5 Para 1.7.2 – Descent Below the Straight-in MDA (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.17.2) “VMC” Visual reference can be maintained Minima requirements adhered to Continuously in a position where a landing can be made with normal rates of descent and manoeuvres Author’s note: VMC in the above mnemonic device does not mean visual meteorological conditions. Descent below the straight-in MDA or continuation of the approach below the DA during APVs, may only occur when: • • • visual reference can be maintained; all elements of the meteorological minima are equal to or greater than those published for the aircraft performance category (see AIP ENR 1.5 Para 5.1.1 (Jepp TERMINAL – Instrument Approach/Take-off Procedures 7.1.1)); and the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal flight manoeuvres that will allow touchdown to occur within the touchdown zone of the runway of intended landing. Page 44 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 Circling Approaches and Visual Circling AIP ENR 1.5 Para 1.6.6 – Circling Approaches and Visual Circling (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.16.6) “VMC, Day Obstacle, Night MDA” Visibility along flight not less than specified for circling Maintain visual contact with landing environment Inside circling area By day not below obstacle clearance By night not below MDA until downwind, base or final Author’s note: VMC in the above mnemonic device does not mean visual meteorological conditions. During visual circling, descent below the circling MDA may only occur when the pilot: a) Maintains the aircraft within the circling area; and b) Maintains a visibility, along the intended flight path, not less than the minimum specified on the chart for the procedure; and c) Maintains visual contact with the landing runway environment (i.e., the runway threshold or approach lighting or other markings identifiable with the runway); and either • • By day: While complying with a), b) and c), maintains visual contact with obstacles along the intended flight path and an obstacle clearance not less than the minimum for the aircraft performance category until the aircraft is aligned with the landing runway; or By day and night: While 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. Note 1: The concept is as follows: 1) The pilot maintains visual contact with the landing runway while the aircraft is circled at MDA to a position within the traffic pattern that intercepts a normal downwind, base or final approach. If the MDA is above the downwind height, the pilot maintains MDA and downwind spacing until he/she reaches a position from which descent at normal approach rates to join base can be made (see Figure 1). 2) When daylight exists and obstacles can be seen, the pilot has the option of descending from MDA from any position within the circling area while Page 45 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 maintaining an obstacle clearance not less than that required for the aircraft performance category. 3) Once the pilot initiates descent below circling MDA, the obstacle protection offered by visual circling at the MDA ends and he/she is responsible for ensuring the required clearance from obstacles is maintained visually. Note 2: The pilot should maintain the maximum practical obstacle clearance. Author’s Note: altogether, circling approaches should be avoided when safer alternatives exist (such as runway-aligned approaches). Furthermore, descent to minimum obstacle clearance during visual circling should be avoided wherever possible. AIP ENR 1.5 Para 1.6.2 – Restrictions on Visual Circling (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.16.2) 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). The information provided by spot heights on IAL charts must be treated with caution. Spot heights on IAL charts do not necessarily indicate the highest terrain, or all obstacles in the circling area. In addition, the charts may not cover all of the circling area. Before commencing an instrument approach, pilots should familiarise themselves with the location and altitude of obstacles in the circling area by studying an appropriate topographic map. Page 46 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 Circling Areas AIP ENR 1.5 Para 1.6.6 – Circling Approaches and Visual Circling (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.16.6) Aircraft category Circling area (NM) Obstacle clearance (ft) A 1.68 300 B 2.66 300 C 4.20 400 D 5.28 400 E 6.94 500 Procedure Turns AIP ENR 1.5 Para 2.8 – Reversal Procedures (Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 4.10) Accessed from http://www.airservicesaustralia.com/aip/aip.asp?pg=20&vdate=28-May-2015&ver=1 on 06/07/2015 Page 47 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 Approach Speeds AIP ENR 1.5 Para 1.15 – Handling Speeds (Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 2.3) ACFT CAT VAT Initial and intermediate approach speeds A B C D E H < 91 91 – 120 121 – 140 141 – 165 166 – 210 N/A 90 – 150 (110*) 120 – 180 (140*) 160 – 240 185 – 250 185 – 250 70 – 120 Max Max Final speeds speeds for approach for missed speeds circling approach 70 – 100 100 110 85 – 130 135 150 240 115 – 160 180 265 130 – 185 205 155 – 230 240 275 60 – 90 N/A 90 * Max speed for reversal procedures Instrument Approach Tolerances – Flight Tests Part 61 Manual of Standards Volume 4, Schedule 8, Section 1, Table 5 – Instrument Approach Tolerances Page 48 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 Instrument Approach Tolerances – ILS AIP ENR 1.5 Para 7.3 – Altimeter Checks and Flight Tolerances (Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 2.7.3.1) The final approach segment contains a fix at which the glide path/altimeter relationship should be verified. If the check indicates an unexplained discrepancy, the ILS/GLS approach should be discontinued. Pilots must conform to the following flight tolerances: a. To ensure obstacle clearance, both LOC/GLS final approach course and glideslope should be maintained within half scale deflection (or equivalent on expanded scale). b. If, at any time during the approach after the FAP, the LOC/GLS final approach course or glideslope indicates full scale deflection a missed approach should be commenced. DME or GNSS Arrivals - General AIP ENR 1.5 Para 11 – DME or GNSS Arrival Procedures (Jepp TERMINAL – DME/GNSS Arrival Procedures) The DME or GNSS Arrival Procedure is an instrument approach procedure that provides descent guidance along a specified track or sector, to the visual circling area of an aerodrome. Azimuth guidance is required from the specified radio navigation aid. The requirements of subsections 1.6, 1.9 and 1.13 apply. Descent is not permitted until the aircraft is established within the appropriate sector or on the specified inbound track. If manoeuvring within a sector is required, the pilot must ensure that the aircraft is contained within the sector, at or above the appropriate segment minimum safe altitude. Manoeuvring within a sector after passing the final approach fix is prohibited. DME or GNSS Arrivals – Operations in Controlled Airspace AIP ENR 1.5 Para 11 – DME or GNSS Arrival Procedures (Jepp TERMINAL – DME/GNSS Arrival Procedures) The clearance “CLEARED DME (or GNSS) ARRIVAL” constitutes a clearance for final approach and authorises an aircraft to descend to the minimum altitude specified in the appropriate DME or GNSS Arrival procedure. ATC is not permitted to impose any altitude restriction on such a clearance. When cleared for a DME or GNSS 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 GNSS arrival that involves the use of a holding pattern entry procedure. Page 49 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 When ATC cannot issue a clearance for an unrestricted DME or GNSS arrival, the phrase “DESCEND TO (level) NOT BELOW DME (or GNSS) STEPS” may be used. Such an instruction authorises descent in accordance with the DME or GNSS steps only to the specified altitude. ATC may clear an aircraft to intercept the final approach segment of another instrument approach procedure. When clearing an aircraft for such a procedure, ATC will use the phrase “DESCEND TO (level) NOT BELOW DME (or GNSS) 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 their 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 GNSS Arrival includes a clearance to manoeuvre within the circling area to position the aircraft on final for landing. Note 2: Where possible, DME and GNSS 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. Page 50 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 Visual Approaches – rules related to ATC AIP ENR 1.1 Para 2.11.3.1 – ATC Authorisation (Jepp ATC – Departure, Approach and Landing Procedures 1.9.3.1) Visual Approaches – issued by ATC Day Night may be issued when... Within 30NM Within 30NM Continuous visual reference to ground or water Continuous visual reference to ground or water VIS 5000M VIS 5000M - If being vectored, assigned MVA and given heading or tracking instructions to intercept final or to position within circling area Page 51 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 Visual Approach Requirements for IFR Flights AIP ENR 1.5 Para 1.14 – Visual Approach Requirements for IFR Flights (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.19) Visual Approaches – by pilot Day Night Pilot need not commence or may discontinue IAP when... Within 30NM Clear of cloud In sight of ground or water VIS 5000M or AD in sight VIS 5000M Maintain at an altitude not less than If in CTA – 500FT above the lower limit of the CTA unless clearance received to depart and re-enter CTA CASR 91.265 or 91.267 LSALT/MSA, DGA step, or last assigned altitude if being vectored Maintain track/heading on the route authorised until Within 5NM Within the circling area; or Within 3NM and AD in sight if no IAP or not authorised to use IAP or if VFR Until Page 52 of 58 - 5NM on PAPI; or - 7NM on PAPI (ILS RWY); or - 10NM on glideslope; or - 14NM YSSY runways 16L and 34L established not below GS and less than full scale azimuth deflection NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Landing Minima Part 91 Manual of Standards Chapter 15.10 1) For an RNP APCH-LNAV/VNAV, an RNP APCH-LPV, or a precision approach procedure — the minimum visibility must not be below whichever of the following is the highest: a) the RVR or visibility specified on the instrument approach chart for the IAP being conducted; b) relevant minima specified in the AFM; c) relevant minima specified in the operator’s exposition or operations manual; 2) For an RNP APCH-LNAV/VNAV, an RNP APCH-LPV, or a precision approach procedure — the minimum visibility must not be below whichever of the following is the highest: a) the RVR or visibility specified on the instrument approach chart for the IAP being conducted; b) relevant minima specified in the AFM; c) relevant minima specified in the operator’s exposition or operations manual; d) 800 m, but only if: (i) the TDZ RVR report is not available; or (ii) the approach lighting system normally available beyond 420 m from the runway threshold is inoperative; e) 1 200 m, but only if: (i) the approach cannot be flown to at least the landing minima using a flight director, a HUD or an autopilot; or (ii) the aircraft is not equipped with an operative failure warning system for the primary attitude and heading reference systems; or (iii) high intensity runway edge lighting is not in operation; or (iv) the approach lighting system normally available beyond 210 m from the runway threshold is inoperative; f) 1 500 m — but only if the approach lighting system normally available for the runway is inoperative; g) 1.5 times either the RVR or the visibility specified on the instrument approach chart for the IAP being conducted — but only if: (i) a lighting failure has occurred on a runway at a controlled aerodrome; and (ii) doubled spacing of runway edge lights results. Note: At a controlled aerodrome, in the event of failure of 1 electrical circuit on a runway equipped with interleaved circuitry lighting, pilots will Page 53 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 be notified of a doubled spacing of runway edge lights, that is, from 60 m spacing to 120 m spacing. 3) Subject to subsection (5), for an RNP APCH-LNAV, an RNP APCH-LP or another NPA — the minimum altitude must not be below whichever of the following is the highest: a) the MDA or MDH specified on the instrument approach chart for IAP being conducted; b) the relevant minima specified in the AFM; c) relevant minima specified in the operator’s exposition or operations manual. 4) Subject to subsection (6), for an RNP APCH-LNAV, an RNP APCH-LP or another NPA — the minimum visibility must not be below whichever of the following is the highest: a) the visibility specified on the instrument approach chart for IAP being conducted; b) relevant minima specified in the AFM; c) relevant minima specified in the operator’s exposition or operations manual; d) if the approach lighting system normally available for the runway is inoperative — the visibility specified on the instrument approach chart, plus a value equivalent to the published length of the approach lighting system. 5) Despite subsection (3), if the aircraft is conducting a circling manoeuvre — the minimum altitude must not be below whichever of the following is the highest: a) the circling minimum altitude specified on the instrument approach chart for the IAP being conducted; b) the relevant minima specified in the AFM; c) the relevant minima specified in the operator’s exposition or operations manual. 6) Despite subsection (4), if the aircraft is conducting a circling manoeuvre — the minimum visibility must not be below whichever of the following is the highest: a) the circling minimum visibility specified on the instrument approach chart for the IAP being conducted; b) the relevant minima specified in the AFM; c) the relevant minima specified in the operator’s exposition or operations manual. Page 54 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 Missed Approaches AIP ENR 1.5 Para 1.9.1 – Missed Approach - Standard Procedures (Jepp TERMINAL – Instrument Approach/Takeoff Procedures Para 4.12.1) AIP ENR 1.5 Para 1.11 – Missed Approach Requirements - GNSS (Jepp TERMINAL – Instrument Approach/Takeoff Procedures Para 4.14) “So Not Visual ROFL” Page 55 of 58 So Straight-in landing cannot be effected unless a circling approach can be conducted in weather conditions equal to, or better than, those specified for circling Not Visual Not visual when you reach the DA/RA height or MAPT R RAIM Warning or Loss of RAIM after the IAF O Outside tolerance during the final segment F Failure of aid or suspect aid and below MSA L Lost visual reference during circling NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Go Around and Missed Approach Procedure in VMC AIP ENR 1.1 Para 2.14 – Go Around and Missed Approach Procedure in VMC (Jepp ATC – Departure, Approach and Landing Procedures Para 1.12) Except as specified in ERSA for specific locations, an aircraft that is required to go around from a visual approach in VMC must initially climb on runway track, remain visual and await instructions from ATC. If the aircraft cannot clear obstacles on runway track, the aircraft may turn. In the event that an aircraft is unable, or does not wish, to land from an instrument approach in VMC, the aircraft must carry out the published instrument missed approach procedure for the instrument approach being flown, unless ATC directs otherwise. At Class D aerodromes with parallel runways where contra-rotating circuit operations are in progress, if ATC instructs, or a pilot initiates a go around, the pilot must: a) commence climb to circuit altitude; b) position the aircraft on the active side and parallel to the nominated duty runway, while maintaining separation from other aircraft; and c) follow ATC instructions or re-enter the circuit from upwind Author’s Note: if any doubt exists as to which procedure should be used in the event of a go around or missed approach, clarification should be sought from ATC. An example when confusion could occur would be if given the clearance, “cleared visual approach runway 01, track via the ILS”. Page 56 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