IFR-Cheat-Sheet v7.0 - 25 Dec 2021.pdf

IFR Cheat Sheet Version 7.0 – 25 December 2021 Note for December 2 Changes ........................................................................................................... 3 Introduction ......................................................................................................................................... 4 Summary of Changes ......................................................................................................................... 5 Administrational .................................................................................................................................. 6 Part 61 Definitions............................................................................................................................ 6 Part 61 Manual of Standards ........................................................................................................... 7 Validity of an Instrument Proficiency Check ..................................................................................... 7 Privileges and Limitations of an Instrument Rating .......................................................................... 8 Recent Experience Requirements.................................................................................................... 9 Aircraft Equipment ......................................................................................................................... 11 General Operational Knowledge ...................................................................................................... 14 Speed Definitions ........................................................................................................................... 14 Communications Failure ................................................................................................................ 15 Aeroplane Weight and Performance Limitations ............................................................................ 17 Visual Meteorological Conditions ................................................................................................... 18 Transponder codes ........................................................................................................................ 18 VHF Theoretical Maximum Range ................................................................................................. 19 Radar and ADS-B Coverage .......................................................................................................... 20 Light Signals to Aircraft .................................................................................................................. 21 Phraseology....................................................................................................................................... 22 Class G Airports ............................................................................................................................. 22 Class D Airports ............................................................................................................................. 23 Class C Airports ............................................................................................................................. 24 Preflight.............................................................................................................................................. 25 Fuel Requirements......................................................................................................................... 25 Alternate Requirements .................................................................................................................... 26 Suitability of Alternates .................................................................................................................. 26 Alternates Could Very Well Prove Life Savers ............................................................................... 26 Special Alternate Weather Minima ................................................................................................. 29 Departure ........................................................................................................................................... 31 Altimeter Checks ............................................................................................................................ 31 Take-off Minima ............................................................................................................................. 33 Sample Departure Briefing ............................................................................................................. 34 Page 1 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 .................................................................................................... 35 En Route ............................................................................................................................................ 36 Local QNH, Area QNH and Transition Layers ................................................................................ 36 Navigation Requirements Under the IFR ....................................................................................... 37 Deviations in Controlled Airspace .................................................................................................. 37 Holding ............................................................................................................................................... 38 Sector Entries ................................................................................................................................ 38 Holding Limitations......................................................................................................................... 40 Approaches ....................................................................................................................................... 41 Types of Instrument Approaches ................................................................................................... 41 Setting QNH Before IAF ................................................................................................................. 42 Aerodrome Operating Minima ........................................................................................................ 42 Approach Ban for IFR Flights ......................................................................................................... 43 Flying Below Lowest Safe Altitude ................................................................................................. 43 Descent Below the Straight-in MDA or DA ..................................................................................... 44 Circling Approaches and Visual Circling ........................................................................................ 45 Circling Areas................................................................................................................................. 47 Procedure Turns ............................................................................................................................ 47 Approach Speeds .......................................................................................................................... 48 Instrument Approach Tolerances – Flight Tests ............................................................................. 48 Instrument Approach Tolerances – ILS.......................................................................................... 49 DME or GNSS Arrivals - General ................................................................................................... 49 DME or GNSS Arrivals – Operations in Controlled Airspace.......................................................... 49 Visual Approaches – rules related to ATC ..................................................................................... 51 Visual Approach Requirements for IFR Flights .............................................................................. 52 Landing Minima.............................................................................................................................. 53 Missed Approaches ....................................................................................................................... 55 Go Around and Missed Approach Procedure in VMC .................................................................... 56 Gradient Rate Nomograph ............................................................................................................. 57 Sample Approach Briefing ............................................................................................................. 58 Page 2 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 Note for December 2 Changes On December 2 2021, there were significant changes to the regulatory structure. The changes included incorporation of many previous CARs, CAOs and some elements of the AIP into new CASR Part 91. Many rules remain unchanged, but can now be found in the newer CASRs as well as the Part 91 Manual of Standards Some new rules were also introduced (such as approach bans). Many rules are largely the same, but with more complicated wording. CASR Part 91 covers General Operating and Flight Rules. CASA have published a Plain English Guide to Part 91 which is available here: casa.gov.au/sites/default/files/2021-08/plain-english-guide-part-91-new-flightoperations-regulations-interactive-version.pdf The terms charter and regular public transport no longer exist within the regulatory framework and has been replaced by air transport. CASR Part 121 covers larger aeroplane air transport (MTOW more than 8,618 kg or more than 9 passenger seats). CASR Part 135 covers smaller aeroplane air transport (MTOW 8,618kg or less and up to 9 passenger seats). CASR Part 138 covers aerial work. For brevity, some of the changes applicable to Part 121 and Part 135 operations (such as aircraft equipment and alternate requirements) have been removed from this update of the Cheat Sheet. They should, however, be included again soon. As the changes are substantial, please treat this document as a work in progress. Be aware that some sections may be incorrect, incomplete or contain inaccurate references. As always, do not use this document for operational purposes. Page 3 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 Introduction Thanks for downloading the We Fly Planes IFR Cheat Sheet! This is a free resource and we encourage you to share it with others. If you find it useful and wish to contribute, you can donate at weflyplanes.com.au/donate The project began in 2014 for the author’s first Instrument Rating renewal. Since then it has grown and been made available to pilots all across Australia. This resource mostly deals with IFR information in the Australian region. However, other notes have been included where deemed useful. Some sections included in the document have been pasted directly from the original reference with no changes. In cases where the original reference was difficult to interpret or contained superfluous information, attempts have been made to simplify and paraphrase the content. Because of this, the reader should always refer back to the original reference for complete information. This IFR Cheat Sheet has been formatted for printing on A5 paper or for easy reading on a mobile device. We’d love to hear from you with suggestions, improvements, amendments and additions. Use the contact form at weflyplanes.com.au Like our Facebook page at facebook.com/weflyplanes to stay up to date with the latest information and version. Remember, this document is a reference tool only and must NOT be used for operational use. Always refer to CASR, MOS, CAR, CAO, AIP, DAP, ERSA, Company Manuals, NOTAMs and your other current documents. We accept no responsibility for your use or misuse of this document, nor do we guarantee the accuracy or currency of any information provided herein. Thanks again, and happy flying! Page 4 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 Summary of Changes Date Version Page All Multiple 11 17 25 26 36 38 38 25/12/21 7.0 41 42 43 43 44 49 51 52 Page 5 of 58 Changes “NOT FOR OPERATIONAL USE” added to footer Multiple editorial changes and corrections including to CASRs, MOS, AIP (02 Dec 2021 version) and Jeppesen (02 Dec 2021 version) references Aircraft Equipment: updated to temporarily reflect MOS Part 91 only; removal of RPT, CHTR, and AWK Aeroplane Weight and Performance Limitations: updated to temporarily reflect MOS Part 91 only Preflight – Fuel Requirements: new section Alternate Requirements: updated to reflect MOS Part 91 Local QNH, Area QNH and Transition Layers: diagram updated to reflect AIP Sector Entries: image updated to reflect AIP Holding Limitations: (f) Exiting added for jet aircraft Type of Instrument Approaches: change of terminology to LLZ and RNP APCH Aerodrome Operating Minima: removal of Pressure Error Correction and new section added to replace Approach Ban for IFR Flights: section added Flying Below Lowest Safe Altitude: rewording of acronym for change of regulations Descent Below the Straight-in MDA or DA: minor adjustment to heading to include DA DME or GNSS Arrivals: “specific requirements” removed as they no longer appear in AIP; section for CTA requirements added Visual Approaches: section simplified to include tables only; section updated to reflect AIP Landing Minima: section copied from MOS NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Administrational Part 61 Definitions CASR 61.015 – Definition of category of aircraft for Part 61 Each of the following is a category of aircraft: (a) aeroplane; (b) helicopter; (c) powered-lift aircraft; (d) gyroplane; (e) airship. CASR 61.020 – Definition of class of aircraft for Part 61 (1) Each of the following is a class of aircraft: (a) single-engine aeroplane; (b) multi-engine aeroplane; (c) single-engine helicopter; (ca) powered-lift aircraft; (d) single-engine gyroplane; (e) airship (2) For this Part, the single-engine aeroplane class includes: (a) multi-engine centre-line thrust aeroplanes; and (b) multi-engine aeroplanes that are prescribed by a legislative instrument under regulation 61.050 (Prescription of multi-engine aeroplanes included in single-engine class). Page 6 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 Part 61 Manual of Standards CASR 61.035 – Issue of Manual of Standards for Part 61 (1) For paragraph 98(5A)(a) of the Act, CASA may issue a Manual of Standards for this Part that sets out matters relating to flight crew licences. (2) In particular, the manual of standards may set out standards for the following: (a) approvals under regulation 61.040; (b) aeronautical and other knowledge required by this Part for the grant of a licence, rating or endorsement; (c) flight training; (d) other training and development requirements; (e) flight tests; (f) aviation and general English language proficiency; (g) general operating competencies for: (i) aircraft of a particular class or type; and (ii) activities authorised by operational ratings and endorsements; (h) competency in the use of an airborne collision avoidance system; (i) flight reviews; (k) instrument proficiency checks; (l) night vision imaging system proficiency checks; (m) aerial application proficiency checks; (n) instructor proficiency checks; (o) competencies for glider pilot licences. Validity of an Instrument Proficiency Check CASR 61.880 – Limitations on exercise of privileges of instrument ratings – instrument proficiency check Paragraph 3 An instrument proficiency check is valid: • From the period the holder passes the flight test to the end of the 12th month after the month in which the holder passes the flight test. or • For the period during which the holder is successfully participating in an operator’s training and checking system for an IFR operation in the relevant aircraft. If the holder successfully completes an instrument proficiency check for the relevant aircraft within 3 months before the validity of the existing check expires, then the instrument proficiency check is valid to the end of the 12th month after the validity of the existing check. Page 7 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 Privileges and Limitations of an Instrument Rating CASR 61.855 – Privileges of instrument ratings Subject to Subpart 61.E and regulations 61.860 to 61.880, the holder of an instrument rating is authorised to pilot an aircraft: (a) under the IFR; or (b) at night under the VFR. CASR 61.860 – Limitations on exercise of privileges of instrument ratings – general The holder of an instrument rating is authorised to: • conduct an instrument approach only if the aircraft is equipped for that kind of operation; • pilot an aircraft in a single-pilot operation under the IFR only if, at some time in the past, the holder has passed an instrument rating flight test in a single-pilot aircraft or has completed an instrument proficiency check in a single-pilot aircraft; • conduct a circling approach under the IFR only if: o the holder passed the instrument rating flight test within the previous 12 months and that flight test included a circling approach; or o the holder’s most recent instrument proficiency check (or operator’s proficiency check that covers IFR operations and is conducted by a flight examiner who holds an instrument rating flight test endorsement) included a circling approach; or o the holder is successfully participating in an operator’s training and checking system for an operation that includes circling approaches; • conduct an instrument approach only if the holder has completed training in the conduct of that instrument approach and has demonstrated competence to CASA or an examiner. Page 8 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 Recent Experience Requirements CASR 61.870 – Limitations on exercise of privileges of instrument ratings – recent experience: general Requirement (in an aircraft or approved flight simulation training device) To fly under the IFR Must have conducted at least three instrument approach operations within the previous 90 days To pilot an aircraft of a particular category Must have conducted at least one instrument approach operation in an aircraft of the same category (refer to Definitions) within the previous 90 days 2D approach Must have conducted at least one 2D instrument approach within the previous 90 days 3D approach Must have conducted at least one 3D instrument approach within the previous 90 days Azimuth guidance Must have conducted at least one 2D instrument approach using azimuth guidance within the previous 90 days Course deviation indicator Must have conducted at least one instrument approach using a CDI within the previous 90 days All of the above recent experience requirements are considered to be met if the holder: • the holder has successfully completed an operator proficiency check that covers IFR operations within the previous 3 months; or • the holder is successfully participating in an operator’s training and checking system for an IFR operation. Page 9 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 CASR 61.875 – Limitations on exercise of privileges of instrument ratings – recent experience: single pilot (1) The holder of an instrument rating is authorised to pilot an aircraft under the IFR in a single-pilot operation only if the holder has conducted a flight or simulated flight under the IFR in a single-pilot operation within the previous 6 months. (2) For subregulation (1), the flight or simulated flight must: (a) have a duration of at least one hour; and (b) include at least one instrument approach or simulated instrument approach. Page 10 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 Aircraft Equipment Part 91 MOS Chapter 26.08 – Equipment – Aeroplane IFR flight Requirements Approved GNSS AI1 ASI2 3 ALT3 VSI3 T+S4 5 DG6 Compass OAT Clock7 1 2 3 4 5 6 7 Page 11 of 58 Primary and alternate power supply unless independent of T+S or a second AI required Pitot heat required on at least one ASI With alternate static source or a balanced pair of flush static ports Slip only if a second AI is available Primary and alternate power supply unless independent of other gyroscopic instruments or a second AI required Primary and alternate power supply unless independent of T+S or a second AI required Can be worn NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Part 91 MOS 26.25 – Altiude alerting system and assigned altitude indicator – IFR flights 1) For an IFR flight, the following aircraft must be fitted with altitude alerting equipment in accordance with subsection (2): a) a piston-engine aircraft operating in controlled airspace above FL 150; b) an unpressurised turbine-engine aircraft operating in controlled airspace above FL 150; c) a pressurised turbine-engine aircraft operating in any controlled airspace. 2) For subsection (1), the altitude alerting equipment must: a) include an assigned altitude indicator; and b) alert the flight crew members if the aircraft approaches a preselected altitude; and c) alert the flight crew members, including by an aural warning, if the aircraft deviates from a preselected altitude. 3) If an aircraft, other than an aircraft to which subsection (1) applies, is operating under the IFR in controlled airspace, the aircraft must be fitted with altitude alerting equipment that at least includes an assigned altitude indicator. Part 91 MOS 26.04 – Flight with inoperative equipment 1) Subject to subsection (2), an aircraft may begin a flight with equipment that is inoperative, despite a requirement under this Chapter that equipment must be fitted to, or carried on, the aircraft for the flight. 2) Subsection (1) only applies if the aircraft is operated: a) in accordance with the MEL for the aircraft for the flight; or b) if the equipment is inoperative because of a defect that has been approved as a permissible unserviceability for the aircraft for the flight in accordance with regulation 21.007 of CASR — in accordance with the permissible unserviceability. Page 12 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 Part 91 MOS 26.21 – Cockpit and cabin lighting requirement Equipment illumination inc. checklists and documents Compatible with each item of equipment In a normal position, can read all placards and instrument markings, eyes shielded from direct and reflected light Variable intensity Cabin lighting for seatbelt, oxygen normal and emergency exits Independent portable light for each FCM Part 91 MOS 26.22 – Anti-collision lights 1 red beacon, or 2 white strobes, or A combination of these Part 91 MOS 26.23 – Landing lights At least 1 landing light Part 91 MOS 26.24 – Navigation lights Must be fitted when operating by night Page 13 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 General Operational Knowledge Speed Definitions VMCA Minimum Control Speed, air (red radial) - critical engine inoperative - live engine at take-off power - landing gear retracted - maximum of 5 degrees bank towards live engine - propeller feathered (only for aircraft with automatic feathering devices) The minimum speed at which it is possible to maintain directional control of the aircraft with the critical engine inoperative. VMCG Minimum Control Speed, ground - critical engine inoperative - live engine at take-off power The minimum speed, whilst on the ground, at which it is possible to maintain directional using only aerodynamic controls. VSSE Single Engine Safety Speed The speed below which intentional simulated engine failures should not be conducted. VSSE is a manufacturer-stated speed intended to provide a margin above VMCA. VYSE Single Engine Best Rate of Climb Speed (blue radial) - critical engine inoperative - live engine at take-off power - landing gear retracted The speed at which the best rate of climb can be achieved with the critical engine inoperative. Page 14 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 Communications Failure ERSA EMERG 1.5 – Communication Failure (JEPP EMERG – Emergency Procedures 3) In the event of communications failure, maintain terrain clearance throughout all procedures. Indications by an Aircraft: In Flight (i) during the hours of daylight - by rocking the aircraft's wings; and Note: This signal should not be expected on the base and final legs of the approach. (ii) during the hours of darkness - by flashing on and off twice the aircraft's landing lights or, if not so equipped, by switching on and off twice its navigation lights. On the Ground (i) during the hours of daylight: by waggling the aircraft's ailerons or rudder; and (ii) during the hours of darkness: by flashing on and off twice the aircraft's landing lights or, if not so equipped, by switching on and off twice its navigation lights. If VFR in Class G Airspace a. Remain in VMC. b. Broadcast Intentions (prefix “TRANSMITTING BLIND"). c. Remain VFR in Class G airspace and land at the nearest suitable aerodrome. d. Report arrival to ATS if on SARTIME or reporting schedules (SAR 1800 815 257). If in Controlled/Restricted Airspace or IFR in any airspace a. Squawk 7600 b. Listen out on ATIS and/or voice modulated NAVAIDs. c. Transmit intentions and make normal position reports (assume transmitter is operating and prefix calls with "TRANSMITTING BLIND"). AND if in VMC and are certain of maintaining VMC a. Stay in VMC and land at the most suitable aerodrome (note special procedures if proceeding to a Class D). OR If in IMC or are uncertain of maintaining VMC b. If no clearance limit received and acknowledged, proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level. c. If a clearance limit involving an altitude or route restriction has been received and acknowledged: Page 15 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 i. maintain last assigned level, or MSA if higher, for three minutes and/or ii. hold at nominated location for three minutes, then iii. proceed in accordance with the latest ATC route clearance acknowledged and climb to planned level. d. If receiving an ATS surveillance service: i. climb to MSA/LSALT, and, ii. if being vectored, maintain last assigned vector for two minutes, then iii. proceed in accordance with the latest ATC route clearance acknowledged. e. If holding: i. fly one more complete holding pattern, then ii. proceed in accordance with the latest ATC route clearance acknowledged. Destination Procedures: a. Track to the destination in accordance with flight plan (amended by the latest ATC clearance acknowledged, if applicable). b. Commence descent in accordance with standard operating procedures or flight plan. c. Descend to the initial approach altitude for the most suitable approach aid in accordance with the published procedures. d. Carry out the approach to the prescribed minima. Actions at Minima a. If visual at the minima at an uncontrolled aerodrome, continue to land provided that a safe landing can be accomplished If visual at the minima at a controlled aerodrome continue to land provided that a clearance to land is received via a voice modulated NAVAID and/or light signal from the Tower. b. If not visual at the minima, depart for a suitable alternate aerodrome. c. If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out additional approaches until visual. d. Certain Class D aerodromes have specific communications failure procedures which are shown at each aerodrome entry in the FAC section Page 16 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 Aeroplane Weight and Performance Limitations Take-off performance for aeroplanes CASR 91.795 – Take-off performance Part 91 MOS 24.02 – Take-off performance for aeroplanes Part 91 Plain English Guide – Take-off performance For small aeroplanes, the AFM take-off performance charts are normally unfactored and often do not contain performance information for the effects of runway slope, various surface conditions or wind effect. In some cases, they do not provide information on the effects of pressure and temperature variation. It is your responsibility to be satisfied that the runway is long enough so you can take off safely (91.410). To account for various levels of pilot competency or aircraft degradation of performance due to age, it is recommended for aeroplanes with landing performance charts which are unfactored, that the following factors are applied to the landing distance required: (a) 1.15 for MTOW of 2,000 kg or less; (b) 1.25 for MTOW of 3,500 kg or greater; and (c) Between 2,000 kg and 3,500 kg, use linear interpolation Landing Distance Required CASR 91.800 – Landing performance Part 91 MOS 25.02 – Landing performance for aeroplanes Part 91 Plain English Guide – Landing performance For small aeroplanes, the AFM landing performances charts are normally unfactored and often do not contain performance information for the effects of runway slope, various surface conditions or wind effect. In some cases, they do not provide information on the effects of pressure and temperature variation. It is your responsibility to be satisfied that the runway is long enough so you can land safely (91.410). To account for various levels of pilot competency or aircraft degradation of performance due to age, it is recommended for aeroplanes with landing performance charts which are unfactored, that the following factors are applied to the landing distance required: (a) 1.15 for MTOW of 2,000 kg or less; (b) 1.43 for MTOW of 4,500 kg or greater; (c) Between 2,000 kg and 4,500 kg, use linear interpolation Page 17 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 Meteorological Conditions Part 91 MOS Section 2.07 Class G Class E 5000M 5000M 8KM (ABV 10,000) 8KM (ABV 10,000) 1500M  1500M  1000FT  1000FT  When below 3000FT AMSL or 1000 AGL, can remain clear of cloud and in sight of ground or water if radio carried and used on appropriate frequency - Class D Class C 5000M 5000M - 8KM (ABV 10,000) 600M  1500M  1000FT  1000FT  500FT  - Transponder codes AIP ENR 1.6 Para 7.1.4 – Operation of SSR Transponders (Jepp ATC – ATS Surveillance Services and Procedures 7.1.4) Operation Page 18 of 58 Code VFR in Class E or OCTA 1200 IFR OCTA 2000 IFR in Class E or civil flights in CTA 3000 NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top VHF Theoretical Maximum Range To determine the theoretical maximum range of VHF transmissions, the following formula can be used: d = 1.23 (√(Htx) + √(Hrx)) Where: d = distance in NM Htx = elevation in feet of transmitter Hrx = height in feet above ground level of receiver Page 19 of 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 Radar and ADS-B Coverage Accessed from https://www.casa.gov.au/book-page/chapter-4-surveillance-and-ads-b on 05/08/2018 Accessed from https://www.airservicesaustralia.com/wp-content/uploads/2020/06/ADS-B-5000ft-Coverage-1024x869.jpg on 29/10/2020 Page 20 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 Light Signals to Aircraft AIP ENR 1.5 Para 12 – Signals for the Control of Aerodrome Traffic (JEPP ATC – Airports and Ground Aids 4) Light Signal In Flight On Airport Steady green Authorised to land if pilot satisfied no collision risk exists Authorised to take-off if pilot satisfied no collision risk exists Steady red Give way to other aircraft and continue circling Stop Return for landing Authorised to taxi if pilot satisfied no collision risk exists Airport unsafe – do not land Taxi clear of landing area in use No significance Return to starting point on airport Green flashes Red flashes White flashes Acknowledgements by aircraft: In flight: 1. during the hours of daylight: by rocking the aircraft’s wings Note: this signal should not be expected on the base and final legs of the approach 2. during the hours of darkness: by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights On the ground: 1. during the hours of daylight: by moving the aircraft’s ailerons or rudder 2. during the hours of darkness: by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights Page 21 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 Phraseology Class G Airports AIP GEN 3.4 Para 6 – Phraseologies (Jepp ATC – Communications 7) Taxi Brisbane Centre ABC Cessna 310 POB 2 (for IFR flights other than RPT) IFR Taxiing Roma For Archerfield RWY 18 Departure Report Departure Report In ADS-B or SSR Coverage Outside ADS-B or SSR Coverage Brisbane Centre ABC 3 miles east of Longreach Passing 2000 Climbing to 9000 Estimating MOVBA at 25 Brisbane Centre ABC Departed Blackall 51 Tracking [to intercept] 236 Climbing to 10000 Estimating EXXON at 21 Departure Report Where radio contact was unable to be established on the ground and a SARWATCH needs to begin Brisbane Centre ABC Airborne Blackall 51 Tracking [to intercept] 305 Climbing to 10000 Estimating Longreach at 26 Inbound If leaving CTA on descent Brisbane Centre And all stations Longreach ABC Cessna 310 35 miles northwest of Moranbah Leaving 10000 Estimating the circuit 55 Centre and all stations Longreach Page 22 of 58 Cancel SAR Brisbane Centre ABC Landed Longreach Cancel SARWATCH NOT FOR OPERATIONAL USE | © Ben Montgomery-Schinkel 2021 | V7.0 Donate here! | Latest version at weflyplanes.com.au | facebook.com/weflyplanes | Back to top Class D Airports Airways Clearance Delivery Airways Clearance Delivery Where a Delivery frequency is specified Where no Delivery frequency is specified Tamworth Delivery ABC To Wagga Request clearance Mackay Ground ABC To Townsville Request clearance Taxi Mackay Ground ABC POB 2 (for IFR flights other than RPT) Information Alpha IFR Request taxi Tower transfer Departure Report Rockhampton Tower ABC Tracking 166 from the VOR Climbing to 7000 Departure Report When close to, or at, the holding point and ready for departure Mackay Tower ABC Ready When Departing via a SID Rockhampton Tower ABC Tracking via the BUDGI 1 Climbing to 7000 Inbound Mackay Tower ABC Cessna 310 Information Alpha 25 miles on the 135 radial Descending to 6000 [Visual] Page 23 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 Class C Airports Airways Clearance Delivery Airways Clearance Delivery Where a Delivery frequency is specified Where no Delivery frequency is specified Townsville Delivery ABC To Cairns Request clearance Essendon Ground ABC To Albury Request clearance Taxi Canberra Ground ABC POB 2 (for IFR flights other than RPT) Information Alpha IFR Request taxi Tower transfer Airborne Report Airborne Report Tracking via a SID where a heading has been assigned to you Tracking via a Procedural SID that does not require a heading to be assigned to you Canberra Departures ABC Turning left 020 Passing 3000 Climbing to 9000 Canberra Departures ABC Passing 3000 Climbing to 9000 Airborne Report Airborne Report When instructed to maintain RWY heading When assigned heading approximates RWY bearing Canberra Departures ABC Maintaining runway heading Passing 3000 Climbing to 9000 Canberra Departures ABC Heading 120 Passing 3000 Climbing to 9000 When close to, or at, the holding point and ready for departure Canberra Tower ABC Ready First contact with Approach Brisbane Approach ABC Cleared to 6000 Information Echo [Visual] Page 24 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 Preflight Fuel Requirements CASR 91.455 Part 91 MOS 19.02 Aircraft Flight Rules Final Reserve Fuel Contingency Fuel Day VFR 30 minutes - Night VFR 45 minutes - IFR 45 minutes - Turbojet or > 5700 kg turboprop IFR or VFR 30 minutes 5% Piston > 5700 kg IFR or VFR 45 minutes 5% MTOW ≤ 5700 kg Page 25 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 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 th

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