2023
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AVIATION THEORY MIX
CPL/ME/IR SKILL TESTS
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Contents
Airspace (POLAND)
4
TRA (Temporary Reserved Area)
4
TSA (Temporary Segregated Area)
4
D (Danger Area)
4
P (Prohibited Area)
4
R (Restricted Area)
4
TFR (TSA or TRA Feeding Route)
4
CBA (Cross-Border Area)
4
VFR
5
CAVOK
5
VFR Minimums
5
Special VFR
5
Weather
Difference Between TEMPO & BECMG
TEMPO
BECMG
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6
6
6
METAR
6
Expire / Issue Times (UTC)
6
MISC
Definitions
Speeds:
Altitudes
FADEC (Full Authority Digital Engine Control)
Contingency Fuel
NADP1
NADP2
Complex Motor Powered Aircraft
Minimum Fuel & Mayday Fuel
ADS-B (Automatic Dependent Surveillance – Broadcast)
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Constant Speed Prop Advantages (NOT P206T)
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Vs and Vmca depend on altitude?
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P2006T
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Autopilot Limitations (S-TEC Fifty Five X (55))
10
Carb Heat
11
Pitot Heat
11
Power to Start Engine:
11
Alternate Static Source:
11
Airbox P206T:
11
Critical Engine:
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UPRT (Upset Prevention and Recovery Training)
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3
PBN
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How SBAS Works (Satellite Based Augmentation System)
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How ABAS Works (Aircraft Based Augmentation System)
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AAIM (Aircraft Autonomous Integrity Monitoring
RAIM (Receiver Autonomous Integrity Monitoring)
Unintentional Flight Into Icing Conditions:
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Satellite acquisition signal bars on GARMIN:
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A-RNP (Advanced RNP under dev)
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IR Procedures
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Definitions
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LNAV (Lateral Navigation)
LPV (Localiser Performance with Vertical Guidance)
LNAV + V (Lateral Navigation with Garmin advisory vertical guidance)
LVTO (Low Visibility Take Off)
LVP (Low Visibility Procedures)
RVR (Runway Visual Range)
Lighting
Others
1 dot Deviation on CDI
TA / RA Procedures
Minima
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Assumed Engine Failure Height AEFH
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Take Off Minima
Requirement to reduce take-off minima to 400m
Landing Minima
For single pilot CAT I min RVR
Multi-Pilot
Circling Minima
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CMV (Converted Meteorological Visibility)
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Approach Procedures
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Types of Approaches
3D Operations
2D Operations (CDFA)
Missed Approach Point (MAPt)
Straight-in approach
Approach Should be Discontinued:
IFR Cruising Altitudes
Non-RVSM
RVSM (Reduced Vertical Separation Minima)
Planning Minima
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ERA (En-Route Alternate)
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TALT (Take-Off Alternate)
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Aviation Law
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ICAO Annex 2 → SERA (Standard European Rules of the Air)
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ICAO Annex 6 → Air Operations
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Acceptable Means of Compliance
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Alternate Means of Compliance
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Interception
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Airspace Classification (SERA)
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Emergencies / Emergency Flows
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Trim Runaway
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Total Electrical Failure
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Landing Gear Failure
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Instruments
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Altimeter
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Rules of Thumb
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AVIATION THEORY MIX
Airspace (POLAND)
TRA (Temporary Reserved Area)
➔ Used by another aviation authority and through which other traffic may be allowed to transit
(Under a clearance)
TSA (Temporary Segregated Area)
➔ For exclusive use by another aviation authority and which other traffic will not be allowed to transit
D (Danger Area)
➔ Flights are prohibited when these zones are active, otherwise possible to enter
P (Prohibited Area)
➔ Flights prohibited from surface to certain height, prohibited is prohibited to enter
R (Restricted Area)
➔ Airspace where traffic must be restricted for safety, security or others like noise abatement over
the urban residential areas ,national parks, etc… Restricted with specific restrictions / conditions.
TFR (TSA or TRA Feeding Route)
➔ Routes to allow a flight to access a TRA or TSA and passage between zones. Other Flights are
prohibited
CBA (Cross-Border Area)
➔ Established to allow military training and other operational flights on both sides of the border.
MRT (Military Route)
➔ Low level route of military aviation where active military could fly at supersonic speeds
ADIZ ( Air Defence Identification Zone)
➔ Established along the Ukrainian, Belarussian and Russian border.
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VFR
CAVOK
➔ Ceiling and Vis OK
➔ Visibility 10KM +
➔ No TCU, CB, No clouds below 5000 ft or MSA and no thunderstorms within 5 NM of aerodrome
➔ No Significant weather
VFR Minimums
➔ At or Above FL100 / 10000 ft:
o VIS: 8 KM
o Dist from clouds: 1500m Horizontal
o Dist from clouds: 1000 ft Vertical
➔ Between 3000 ft and FL100 / 10000 ft:
o VIS 5 KM
o Dist from clouds: 1500m horizontal
o Dist from clouds: 1000 ft vertical
➔ Below 3000 ft or 1000 ft AGL (Whichever higher) (B, C, D, E)
o VIS 5KM
o Dist from clouds: 1500m horizontal
o Dist from clouds: 1000 ft vertical
➔ Below 3000 ft AMSL or 1000 ft AGL (Whichever higher) (F, G)
o VIS 5KM
o Clear of Clouds and in Sight of surface
Special VFR
➔ Within Control Zone
➔ Clear of Cloud and in sight of surface
➔ Vis not less than 1500 m
➔ Ceiling no less 600 ft
➔ During day only
➔ Speed of 140 KIAS or less
➔ Offered by controller or requested.
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Weather
Difference Between TEMPO & BECMG
TEMPO
➔ Temporary change of 1 or + factors
➔ Lasts between 30 min to 1 Hour
➔ Sum of duration ÷ 2 = time of TEMPO
o Ex: 3 Hours ÷ 2 = 1h 30m
BECMG
➔ Indicates permanent change on schedule time
➔ With or W/O hours
➔ All limitations must be met 1 hour before and 1 hour after the planned arrival (does not exceed 4
Hours)
Weather Info
➔ Aerodrome with TAF → Check TAF, METAR, TRENDs
➔ Aerodrome Without TAF → Check GAMET, METAR, METEO.PL
➔ Check GAMET, SIG WX, AIRMET, SIGMET, weather forecast, satellite imagery, radar maps for each
flight
METAR
➔ If weather in METAR changes a lot, SPECI is issued:
o TEMPO increase of 2°C or More;
o Wind direction change 60° or more;
o Wind speed changes 10 Kts or more;
o Visibility reaches 800m; 1500m; 3000m; 5000m in some airports
o RVR reaches 150; 300m; 600m; 800m
o Cloud base reaches 100ft; 200ft; 500ft; 1000ft
o Sig Weather change (Freezing Precip, Moderate or Heavy precipitation, dust or sand storm,
thunderstorm, squall, tornado, etc…)
Expire / Issue Times (UTC)
➔ GAMET: 0300; 0900; 1500; 2100 (6H)
➔ METAR: Every 30 min or 1 Hour
➔ TAF: 0530 Z; 1130; 1730; 2330 (6H long)
➔ Significant: 0200; 0800; 1400; 2000 (6H)
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MISC
Definitions
Speeds:
KCAS → IAS taking into account errors related to instrument itself and its installation.
KIAS → airspeed shown on the airspeed indicator
KTAS → is IAS corrected for altitude and temperature
Altitudes:
Pressure Altitude → Indicated altitude when altimeter is set to standard 1013
Density Altitude → Pressure altitude corrected for temperature
Transition Altitude → When pressure is set to 1013 hPa during climb
Transition Layer → Airspace between transition altitude and transition level
Transition Level → When pressure is set to local QNH during decent. It is the lowest Flight Level (FL)
available for use above the transition altitude
FADEC (Full Authority Digital Engine Control)
➔ Digital computer that controls all aspects of engine performance
➔ For both piston and jet engines
Contingency Fuel
➔ 5% of planned trip fuel, or in case of in-flight replanning, 5% of trip fuel remaining for the flight
➔ Not less than 3% of the planed trip fuel provided an en-route (ERA) aerodrome is available
➔ Fuel sufficient to fly 20 min based upon trip fuel consumption, provided that operator uses valid
data for fuel calc.
➔ Amount of fuel based on established method
➔ Amount to fly for 5 minutes at holding speed, at 1500 ft, above the destination aerodrome in
standard conditions.
NADP1
➔ Used where there are noise sensitive areas close to the airfield
➔ Aircraft must climb to 800 ft then reduce thrust. Maintain flaps in T/O config and continue climb to
3000 ft, then retract flaps, and accelerate to cruise speed.
NADP2
➔ Used to reduce noise in an area further away from the airfield
➔ Aircraft to climb to 800 ft, flaps and slats retract and continue climb to 3000 ft then smoothly
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accelerate to en-route climb speed.
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Complex Motor Powered Aircraft
➔ Weighs more than 5700 kg or;
➔ Certified maximum passenger seating of more than 19 pax or;
➔ Requires a crew of two pilots or;
➔ Equipped with a turbojet engine or more than on turboprop
Minimum Fuel & Mayday Fuel
Minimum Fuel → Declaring minimum fuel will inform ATC that the pilot has committed to an aerodrome
such that any change in existing clearance will result in landing with less than final reserve fuel. This is not
an emergency situation, however an emergency situation may result if there is further delay.
Mayday Fuel → This is a situation created when landing with less than final reserve fuel and is defined as
an emergency situation
ADS-B (Automatic Dependent Surveillance – Broadcast)
➔ Allows aircraft to determine their exact location using GPS. That info is broadcast to other aircraft
nearby and to ADS-B ground stations which relay info to ATC
➔ Provides “Radar-Like” surveillance
➔ Continually broadcasts aircraft position to other aircraft and ground stations
➔ Low cost, high accuracy, simple ground stations
Constant Speed Prop Advantages (NOT P2006T)
➔ Rotates at a constant speed by changing blade pitch
➔ Used to obtain suitable pitch setting for each flight situation and power. Fine pitch used for TO
because of low speed; Course pitch used for cruise – high speeds
➔ Efficiency at higher speed range
➔ Improved fuel efficiency
➔ Decreases pilot workload
➔ High MP with low RPM reduces engine wear
Vs and Vmca depend on altitude?
➔ Vs is not affected as it is an indicated airspeed and therefore not affected by changes in
temperature and pressure
➔ Vmca is defined as the minimum speed, whilst in the air, that directional control can be
maintained with one engine inoperative (critical engine on two engine aerolanes), operating
engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).
➔Vmca is affected by altitude due to lower air density at higher altitudes, producing a smaller yawing
moment during OEI. Therefore less rudder input is needed to counteract this moment.
Fuel Policy (OM PART C-02-03)
Fuel Required
TAXI
➔ TRIP
➔ Reserve
a. Contingency
b. Alt
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c. Final
d. Additional
➔ Extra (by commander)
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Taxi Fuel
➔ Not less than expected time prior T/O. Local conditions of departure aerodrome & APU
consumption should be considered
Trip Fuel
➔ Fuel for T/O & Climb to initial cruise level/alt
➔ Fuel from TOC to TOD. Including step climb / descent
➔ Fuel from TOD to approach point. Approach procedure should be taken into account.
➔ Fuel for approach & landing at destination.
Contingency
➔ 5% of planned trip fuel
➔ 5 min at holding speed @ 1500 ft, above dest
Alternate
➔ Fuel for missed app from DA/H MDA/H at destination to missed approach alt
➔ Fuel for climb from missed approach alt to cruise (taking into account expected departure routing)
➔ Fuel for cruise (TOC to TOD)
➔ Fuel for TOD to initial app point (taking into account expected arrival procedure)
➔ Fuel for app & Landing
Where 2 destination alternates are required, be sure you have sufficient fuel to proceed to the aerodrome
that requires the greater amount of fuel
Final Reserve Fuel:
➔ Reciprocating Engines = 45 min, 60 min for solo
➔ Turbine Engines = 30 min at hold speed at 1500 ft above aerodrome elevation
Minimum Additional:
➔ Permit the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in
the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel
based on the assumption that such a failure occurs at the most critical point along the route, and
a. Hold for 15 mins @ 1500 ft above aerodrome elevation
b. make an approach and landing, except that additional fuel is only required if the minimum
amount of fuel calculated in accordance with c)2) to c)5) is not sufficient for such an event;
and
➔ Hold for 15 min @ 1500 ft above aerodrome elevation
Extra Fuel
➔ Discretion of PIC (Block fuel – min req fuel)
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P2006T
SPECS
➔ Lengh 8.7m, Wingspan 11.4 m
➔ Autopilot → S-TEC Fifty-Five (55) X
➔ Avionic System → G1000 Nxi
➔ Max operating Altitude → 14,000 Ft MSL
➔ Ambient Temp Range → -25°C to +50°C
➔ Use an External Power source for engine starting at temp below –15°C
➔ Pitot LEFT is HEATED not the Right one
Maximum takeoff weight / landing weight 1180 kg
Maximum zero wing fuel weigh 1145 kg
Forward limit 0.221 m (16.5% MAC) / Aft limit 0.415 m (31% MAC) aft of datum (Vertical plane tangent to
the wing leading edge) for all weights
The aircraft is certified in normal category in accordance with EASA CS-23 regulation.
Non aerobatic operations include:
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• Any manoeuvre pertaining to “normal” flight
• Stalls (except whip stalls)
• Lazy eights
• Turns in which the angle of bank is not more than 60°
• Chandelle
stall with one engine inoperative is forbidden.
Limit load factor could be exceeded by moving flight controls to maxi- mum deflection at a speed above
VA=VO (118 KIAS
aneuver load factors limits are as follows:
Positive Negative
+ 3.8 g - 1.78 g
Maneuver load factors limits with flaps extended are as follows:
Positive +2 g Negative 0 g
UNINTENTIONAL FLIGHT INTO ICING CONDITIONS
Carburettor heat BOTH ON
Pitot heat ON
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Fly as soon as practical toward a zone clear of visible moisture, precipitation and with higher temperature,
changing altitude and/or direction. Control surfaces Move continuously to avoid locking
Propellers rpm INCREASE to prevent ice build-up on the blades
In event of ice build-up in correspondence of wing leading edges, stall speed increases.
Ice build-up on wing, tail fin or flight control surfaces unexpected sudden roll and/or pitch tendencies can be
experienced and may lead to unusual attitude and loss of aircraft control.
Do not use Autopilot when icing formation is suspected or detected.
Fuel
➔ Tanks – 97 Lts each usable capacity
➔ Total usable fuel → 194 Lts
➔ Overall capacity → 200 Lts (6 unusable)
➔ Mogas / Avgas 100LL
➔ Fuel Pressure → Min 2.2 Psi / Max 5.8 Psi - Normal = 4 Psi
Oil
➔ Max 3 Lts
➔ Min 2.5 Lts
➔ API classification “SG” or higher
➔ Consumption → 0.06 Lts or higher
➔ Oil Pressure → Min 0.8 BAR / Max 7 BAR - High PRESS with low OAT
Engine
➔ Bombardier Rotax GmbH 912 53
➔ 4 Cylinders horizontally opposed 1352 cc
➔ Liquid cooled cylinder heads / ram-air cooled cylinders
➔ Starting: Min temp - 25°C / Max temp 50°C
➔ cooling tank 1410 cm3
➔ With Chokes a drop of 200 RPM
Temperatures
➔ Max CHT 135°C (temp from most rearward cylinder head)
➔ Max CT 120°C (temp coolant as it exits cylinder head)
➔ Min/Max Oil 50°C / 130°C (90°C-110°C Normal range)
In event of cold starting operation, it is permitted a maximum oil pressure of 7 bar for a short period.
Flight in expected and/or known icing conditions is forbidden.
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Electrical - Battery
➔ ESB - Engine Start Battery for Startup Power 12 V to 14 V
➔ Master and XBusses feed the different equipment
➔ The Avionic Battery gives at least 30 min
➔ Normal Landing Gear extension requires MASTER switch ON with a efficient battery and takes
around 20 seconds.
➔ Generator is rated at DC 14,2-14,8 V
➔5 BUSES : Battery bus / L- RH Generator bus / L-RH Avionic bus
➔ EMERG BATT Switch put the 2 Batteries in parallel
The Rotax engine built-in generators, one for each engine, feed two bus bars.
The distribution system operates as a single bus with power being supplied by the battery and both generators
but it is possible to separate the left busses from the right busses when required by means of the Cross Bus
switches.
Primary DC power is provided by two engine-driven generators which, during normal operations, operate in
parallel.
Secondary DC power is provided by a battery
The following loads are connected to the battery bus:
Avionics allow, through a relay, for cutting off the power supply to the pertinent avionic bus.
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X buses allow, through a relay, for realizing the parallel connection be- tween the pertinent generator bus and
the battery bus.
Ignitions
➔ Max drop 130 RPM
➔ Max difference between ignitions 50 RPM
➔ Max 1000 RPM until Oil Temp >50 Deg
Propeller Governors
➔ Drop to 1200 RPM – Max Drop 1150 (Diff = 450 RPM)
➔ The purging cycle should be repeated 3 times, making sure that the governor closely and firmly controls
the rpm.
➔ Hydraulic controlled (oil pressure to reduce the pitch)
Power increase = FIRST Prop THEN Map ➢
Power reduction = FIRST Map THEN Prop
GEAR systems
Landing gear: electro-hydraulic type
two modes: normal and emergency
➔ EMERG GEAR System: Nitrogen Bottle accumulator at 20 Bar minimum
Normal operation provides gear extension and retraction by means of hydraulic jacks. Gears extension is
helped by gravity also.
Emergency operation only provides landing gear extension by means of a hydraulic accumulator which
discharges pressurized oil in the above mentioned jacks.
BRAKES systems
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Brakes can be operated from both pilot’s and co-pilot’s pedals: a single vented oil reservoir feeds the pilot side
master cylinders which are connected, via hoses, with the co-pilot’s side ones
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Carb Heat
➔ When carb heat is on it will increase temperature to about +55°C and it will cause RPM drop of
about 100 RPM
➔ Below +10°C
➔ Visible moisture (Clouds, mist, haze, fog) or precipitation
➔ Visibility less than 5 km
➔ Low Power Setting (18 InCH) winter ops
Pitot Heat
➔ +5°C
➔ Visible moisture (clouds, mist, haze, fog) or precipitation
➔ 2 min on Ground
Power to Start Engine:
➔ Built in generator situated on the LEFT engine dedicated for engine start (totally independent from
main electrical system)
➔ ESB Voltmeter shows voltage for engine start battery
➔ ESB Light ON → Engine start battery not being charged
Alternate Static Source:
➔ In case of static source failure for the pitot-static system, we can use alternate static port.
Airbox P206T:
➔ Located on the hot part of the engine made of aluminum with two draining points
➔ To reduce the likelihood of carburetor icing
➔ Increases temp of combustion air by about 20°C in the airbox (CH OFF)
Critical Engine:
➔ Left Engine has shorter arm than right engine. This will cause a higher yaw moment during a failure.
Propeller Cranking
➔ Allows the oil to drain back into the sump
➔ First flight of the day or with cold engine
➔ Also allows to check the propeller compression
a. Make sure that there is sufficient compression before continuation.
Auto Pilot
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➔ FD gives commands for PITCH and ROLL
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•
HDG – maintains a given heading (shown by the HDG bug)
NAV – maintains a given track from a CDI (normal sensing mode)
REV – maintains a given track from a CDI (reverse sensing mode)
➔ To turn on the autopilot, at least one lateral mode needs to be ON.
➔ To activate the vertical modes, at least one lateral mode needs to be ON
➔ To change the source for the HIS, Press ‘CDI’ button
➔ blue button on the left-hand side yoke is called CWS – Control Wheel Steering. It disconnects the
autopilot modes while CWS button is being pressed
➔
➔ Engaged modes are shown in green and armed modes are shown in white colors on the FMA
➔ When the source is the FMS to provide steering to the autopilot, the HSI needle is ‘MAGENTA’. In case
of (LPV, or LNAV+V) the ‘GP’ diamond is also magenta:
➔ When conventional sources provide steering to the autopilot, the HSI needle is ‘GREEN’. In case of
(ILS) LOC+GS steering, the ‘GS’ diamond is also green:
➔ To arm NAV mode, keeping pressing ‘HDG’ and press ‘NAV’. Airplane will follow on active (engaged)
HDG mode until capturing the NAV track.
➔ When NAV mode changes from white to green on the FMA, HDG mode disappears.
➔ To arm ALT mode, keeping pressing ‘VS’ and press ‘ALT’. Airplane will maintain a given ROC, or ROD
until capturing a preselected altitude. When ALT mode changes from white to green on the FMA, VS
mode disappears.
➔
Autopilot Limitations (S-TEC Fifty Five X (55))
➔ Max speed – 135 knots
➔ Min speed- 85 knots
➔ Cruise / descend → 1000 ft
➔ Climb / NPA → 400 ft
➔ ILS CAT I PA → 200 ft
➔ Max Flaps T/O
➔ Must be off with OEI
➔ Disconnected for take-off and landing
Autopilot hardover or failure to hold the selected heading
In case of Autopilot hardover or failure to hold the selected heading, apply follow- ing procedure:
Accomplish items 1 and 2 simultaneously:
1. Airplane control wheel
2. AP DISC/TRIM INTR switch
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3. AP MASTER SWITCH
4. AP Circuit Breaker
GRASP FIRMLY and OVERPOWER if necessary to regain aircraft control
PRESS OFF PULL
Speed
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UPRT (Upset Prevention and Recovery Training)
U → UNLOAD
P → POWER
R → ROLL / RUDDER
(s) T → Stick
1. Autopilot / Auto-throttle OFF
• NOSE HIGH → UPR (Unload, Power, Roll) (UP)
• NOSE LOW → URP (Unload, Roll, Power)
• Stall → URP (Unload, Roll/ Rudder, Power)
• Spin → PRsT (Power, Rudder, Stick)
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IFR
PBN
To Use PBN we need
➔ 2 GNSS receivers operating for SBAS and GPS
➔ Accuracy (low position errors)
a. Accuracy is determined by errors the aircraft can make along the planned route. 3 kinds of
errors:
▪ PDE (Path Definition Error) – Aircraft can’t find desired path (database error / point
missing)
▪ FTE (Flight Technical Error) – Aircraft can’t execute defined path (failure of autopilot)
▪ NSE (Navigation System Error) – Aircraft can’t find actual position (ILS Failure)
b. The Sum of these failures is called TSE (Total System Errors),
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▪
Imagine we want to fly RNP
• 95% of the time, you can be offset from your route by max 1 NM, therefore;
• If TSE > 1 NM, you can’t use RNP 1
➔ Continuity (redundancy of systems)
➔ Integrity (ability to alert in case of fail)
➔ Availability (How long system is used)
G1000 / G950 PBN Operational Eligibility
➔ B-RNAV (RNAV 5)
➔ RNAV 1/P-RNAV (RNP-1) - (EnRoute and Terminal NAV)
➔ RNP APCH LNAV (does not include APV BARO-VNAV) (RNP-03)
➔ LPV with SBAS (NPA) (GBAS (PA)) provided that G950/G1000 is receiving usable navigation
information from at least one GPS receiver
PBN Flight Planning – abbreviated procedures
➔ Prepare and check all required PBN charts – validity
➔ At destination confirm approach published as “RNAV (GNSS) Approach” / “RNP APCH”
➔ Identify alternate approach facility at the destination or/and alternate aerodrome
➔ Check weather suitability
➔ Perform RAIM prediction – AUGUR
➔ Check NOTAMS (including SBAS NOTAMS) & NANUs
➔ Other Equipment - Check NOTAMS for availability of other Navaids.
➔ Check required aircraft’s equipment availability
Pre-departure procedures
➔ Check aeronautical database validity - No more than 28 Day expiry
➔ Check receiver software version current (1st Page MFD)
➔ Check LRU – (Line Replacement Unit) and Database (AUX / SYSTEM STATUS)
➔ System Settings Parameters: (AUX / SYSTEM SETUP)
➔ Set CDI scaling to ‘auto’;
➔ Set COM spacing to 8,33kHz;
➔ Select MFD to show on top: [GS], [ETE]. [TRK], [XTK]; G E T X
➔ Verify that nav angle is set to MAG values,
Departure procedures (AUX / GPS STATUS)
➔ Make a RAIM prediction at PRES POS (ETOT + 20 min.) on MFD and check SBAS On.
➔ Load SID (if applicable) and enter Flight Plan Route
➔ Check waypoints on Active Flight Plan page vs. the charts
➔ Zoom out the map view to confirm proper routing
➔ Identify FLY-OVER Wpts, Speed and Altitude Restrictions on the SID chart
➔ Verify that the HSI flag is showing FMS DPRT Magenta.
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Arrival procedures
30 NM inbound destination aerodrome
➔ Confirm revised ETA within RAIM Prediction Window, check RAIM
➔ Coordinate type of arrival and approach with ATC
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➔ Load STAR, TRANSITION and final approach procedure
➔ Verify waypoint sequence
➔ Check reasonableness of the tracks and distances of the approach legs
➔ Accuracy of the inbound course and length of FAS
➔ Identify fly-by and fly-over waypoints
➔ Check presentation of procedure on map display
➔ Check/Set HSI/CDI navigation source to GPS
➔ Check display mode (FPL DTK) & CDI Scaling (“TERM” = 1NM)
➔ Complete approach brief including minima and MAP
Approaching the IAF
➔ Obtain Approach Clearance
➔ Conduct Approach Checklist on Base LEG or 3 Nq before IAF
➔ Set, or confirm that HSI/CDI is switched to next track and turn aircraft when advised by system
➔ Descend in accordance with procedure (if applicable)
At the IF
➔ Confirm that HSI/CDI is switched to final or next approach track and turn aircraft when advised by
system
➔ Descend in accordance with procedure (if applicable)
Approaching the FAF
➔ Complete configuration flow
➔ Check correct HSI flag as applicable to approach type and call i.e. ‘LPV magenta’
➔ Check CDI Scaling correctly adjusted to final approach setting
➔ Check system alerts and flags clear
➔ Cross-check final track on approach chart
➔ Review minima (DA / DDA / MDA and RVR / visibility)
➔ Review MAP
Final descent
➔ Monitor lateral deviation on HSI / CDI
➔ For APV Monitor vertical (glidepath) deviation on display
➔ For LNAV and LNAV+V monitor CDFA descent profile using altimeter against vertical profile on chart
Missed approach procedures
➔ Go-around in accordance with normal aircraft procedures
➔ If RNAV information is lost or a loss of integrity (or RAIM) message or warning is visible:
a. Re-set HSI/CDI navigation source to VOR/LOC
b. Continue with published MAP or as directed by ATC
c. Inform ATC that PBN navigation has been lost or;
➔ If RNAV information is still available:
a. Ensure display has not entered a suspend mode at the MAPt. If necessary, unsuspend
receiver to enable correct MAP in the display
b. Continue with PBN MAP or as directed by ATC
c. Monitor any terrestrial navaids available during the MAP phase
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RNAV (Area Navigation)
➔ Method of navigation which permits aircraft operations on any desired flight path within the
coverage of ground or space based navigation aids or within the limits of capability of selfcontained aids, or a combination of these (Definition in SERA)
➔ Method of IFR navigation that allows aircraft to choose any course within a network of navigation
beacons.
➔ Conserve flight distance, reduce congestion, allows flights into airports without beacons
➔ Navigation that permits aircraft operation on any desired course
➔ Seen as a replacement for all ground-based conventional navigation aids
RNP (Required Navigation Performance)
➔ Before RNP ATC had to block large amounts of airspace
➔ More precise and allows curved paths
➔ Must include RAIM (monitoring and alerting capability)
➔ Must meet accuracy of at least 95% of the flight time.
SBAS (Satellite Based Augmentation System)
➔ Ground based sensors along with space based satellites. Knows in the US as WAAS and in Europe as
EGNOS
➔ GPS receivers combined with SBAS correction signals and GPS satellite data produce highly accurate
position data
➔ SBAS covers an entire continent
How SBAS Works (Satellite Based Augmentation System)
➔ Is a wide area differential GNSS signal augmentation system which uses geostationary satellites,
able to cover vast areas, to broadcast primary GNSS data which has been provided with ranging,
integrity and correction info by a network of SBAS ground stations
➔ The primary purpose of SBAS is to provide integrity assurance, but the system also increases
accuracy and reduces position errors to less than 1 meter.
GBAS (Ground Based Augmentation System)
➔ GPS receiver antennas send info to GBAS facility
➔ Uses GPS reference facility in the vicinity of the airport. (only covers small area such as an airport
(25 km radius))
➔ Provides enhances GPS position that precision approaches demand
➔ Required for approach and landing
GLS (GNSS Landing System)
➔ Apprach using (GNSS/GBAS) information to provide guidance laterally and vertically
➔ CAT I precision approach
➔ Replacement of ILS (Simpler, cheaper). GBAS ground station can serve all runways instead of
several antennas that ILS requires
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How ABAS Works (Aircraft Based Augmentation System)
➔ System on board the aircraft that monitors integrity of GPS using INS/IRS, RAIM, AAIM
AAIM (Aircraft Autonomous Integrity Monitoring
➔ “All The aircraft” Processes info
➔ Uses GNSS (GPS) + on board sensors (IRS etc..)
➔ Measures the Fault Detection (FD) and Fault Detection Exclusion (FDE)
RAIM (Receiver Autonomous Integrity Monitoring)
➔ Without RAIM you will not have accuracy of GPS position
➔ “Receiver” processes info → Monitors satellites
➔ Only uses signal provided by GPS receivers (NON SBAS) to determine the integrity of navigation.
Integrity informs the pilot if navigational guidance can or cannot be provided
➔ Why do we check RAIM Prediction
a. In case of losing SBAS signal (glide path), we would still have a lateral guidance (check GPS is
available to be able to shoot the approach)
➔ Do we need RAIM to fly a STAR or SID?
a. Yes we do. RAIM will provide accuracy for our transition. If RAIM is not available we can use
navaids or ask for radar vectors.
➔ Do we need RAIM for RNP approaches?
a. Yes we do. In the case that SBAS is lost, we can degrade our approach to LNAV using RAIM.
Unintentional Flight Into Icing Conditions:
➔ Carb heat – both ON
➔ Pitot heat – ON
➔ Fly towards zone clear of visible moisture, precipitation and with higher temperature, change
altitude and direction
➔ Control surfaces – move continuously to avoid locking
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➔ Propeller RPM – Increase to prevent ice build up on the blade
LOW TEMPERATURE CORRECTION
The effect of the temperatures lower than ISA is addressed by ICAO/EASA provisions, specific requirements being
articulated for the ATS authorities, aircraft operators, flight crew and ATC to ensure that the required safe clearance
above terrain and obstacles exists at all times. It must be emphasized that all corrections are necessary to ensure that
the minimum obstacle clearance is not compromised.
Pressure altimeters are calibrated to ISA conditions. Any deviation from ISA will result in error proportional to ISA
deviation and to the height of the aircraft above the aerodrome pressure datum.
“High to Low — Look Out Below!” Most of us remember memorizing. If we fly from high pressure to low pressure, and
don’t correct our altimeter, the aircraft will be lower than what is shown on the altimeter.
The same is true for temperature. When flying from high temperature to low temperature the True Altitude (actual height
above seal level) will become lower than the Indicated Altitude. Any time we fly when temperatures are colder than
standard, we are actually lower than we think!
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Note:
➔ Ice on the wing will increase stall speed
➔ Autopilot shall not be used in icing conditions.
➔ At high altitude – descend to higher temp
➔ At low alt – land ASAP
Known icing conditions:
➔ Carb icing
a. Fixed pitch prop - > drop in RPM
b. Constant speed prop -> drop in MAP
Satellite acquisition signal bars on GARMIN:
➔ No Bar → Receiver looking for satellite
➔ Hollow Bar → Receiver has found satellite and collecting data
➔ Light Blue Bar → receiver collected necessary data and signal can be used
➔ Green Bar → Satellite is being used for GPS solution
➔ Checkered Bat → Receiver has excluded the satellite (FDE)
➔ “D” Indication → Denotes the satellite is being used as part of differential computations
Function of OBS (Omni Bearing Selector)
➔ Turns a way point on the GPS into a “VOR”
➔ This function’s purpose is to fly a non-published hold
A-RNP (Advanced RNP under dev)
➔ Will be used in enroute and terminal airspace including approach, missed approach and departure
phases of flights
➔ Lateral Navigation (closer route spacing; reduction of holding areas; enable curved approaches)
➔ Longitudinal Navigation (metering of traffic from en-route to terminal airspace)
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➔ Vertical Navigation (Effective use of CDO Continuous Descent Ops and CCO Continues Climb Ops –
environmental mitigation)
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Instru App Procedures
5 Segments
Arrival → Initial → Intermediate → Final → Missed Approach
Arrival Segment
➔ Starts during enroute phase and finishes over the IAF. Permits transition from the enroute phase to
the approach phase
Initial Approach Segment
➔ Begins at IAF and ends at the IF. Acft has left enroute structure and is manoeuvring to enter
intermediate approach segment.
Intermediate Approach Segment
➔ Segment during which acft speed and config should be adjusted to prep acft for final approach. For
this reason, descent grad is kept as shallow as possible
Final Approach Segment
➔ Alignment and descent for landing.
➔ Optimum length for locating the FAF is 5 NM. It should not normally be greater than 10 NM.
➔ Unless otherwise noted on the instrument approach chart, the nominal missed approach climb grad
is 2.5 %
Missed Approach Segment
➔ Initial
a. Begins at the MAPt and ends at the start of climb (SOC). No turns specified in this phase
➔ Intermediate
a. Track may be changed to a max of 15 degrees from that of the initial missed approach phase.
During this phase it is assumed that the aircraft begins track corrections
➔ Final
a. Begins at point 50 m (164 ft) obstacle clearance is first obtained and can be maintained. It
extends to the point where a new approach, holding or return to en-route flight is initiated.
Turns may be prescribed in this phase.
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4 Points / Fix
Initial Approach Fix (IAF) → Intermediate Fix (IF) → Final Approach Fix (FAF) →
Missed Approach Point (MAPt)
Definitions
LNAV (Lateral Navigation)
➔ Is a Non-Precision or 2D Approach with lateral guidance only aided by GNSS and an Aircraft Based
Augmentation System (ABAS). Receiver Autonomous Integrity Monitoring (RAIM) is a form of ABAS.
Lateral guidance is linear, with accuracy within +/- 0.3 NM parallel to either side of the final approach
track.
LPV (Localiser Performance with Vertical Guidance)
➔ Is an approach procedure with Vertical Guidance. The lateral and vertical guidance is provided by GPS
and SBAS. Lateral and Vertical guidance are angular with increasing sensitivity as the aircraft
progresses down the final approach track. Similar to ILS indication
LNAV + V (Lateral Navigation with Garmin advisory vertical guidance)
➔ Non-precision or 2D Approach with lateral guidance. LNAV minima shall be used, do not mistake with
LNAV/VNAV. The approach technique shall be exactly the same like LNAV (CDFA), the altitude check
points shall be used at certain distances from the MAPt. Vertical Guidance is only there to help
maintain a CDFA Profile.
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RUNWAY
LVTO (Low Visibility Take Off)
➔ Take Off with an RVR lower than 400 m but not less than 75 m
➔ Following Provisions should apply
a. LVTO with RVR below 400 m
b. LVTO with RVR below 150 m but not less than 125 m
▪ HI runway centre Lights Spaced: 15 m / HI edge lights spaced 60 m
c. A 90 m visual segment at the start of take-off run
d. RVR value achieved for all relevant RVR reporting points
e. LVTO with an RVR below 125 m but not less than 75 m
f. Runway protection equivalent to CAT III
g. Aircraft equipped with Lateral Guidance System
LVP (Low Visibility Procedures)
➔ Supports LVO ( Low Visibility Operations)
➔ Conduct LVO when approved by the authority
a. LVTO operations
b. Lower Than Standard CAT I Operation
c. Standard CAT II Operation
d. Standard CAT III Operations
e. Approach with EVS (enhanced vision system), reduce RVR by 1/3 of the published RVR
RVR (Runway Visual Range)
➔ Represents the range at which the runway high intensity lights can be seen in the direction of landing
➔ ATC informs pilots
➔ Measured at touchdown point, midpoint and endpoint of the runway
➔ Used as a visibility minimum
Lighting
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FALS → Full Approach Lighting system (CAT I – 720m)
IALS → Intermediate Approach Lighting System (719 – 420 m)
BALS → Basic Approach Lighting System (419 – 210 m)
NALS → No Approach Lighting System (< 210m) or no lights
HIALS → High Intensity Approach Lighting System
MIALS → Medium Intensity Approach Lighting System
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Others
Established → When pilot is on horizontal profile only – mainly 2D
Fully Established → When pilot on horizontal and vertical profile – Plainly PA
On Final → You are on final leg so you passed FAP/FAF
1 dot Deviation on CDI
➔ VOR – Full scale deflection is 10°
➔ ILS – Full scale deflection is 2.5°
➔ G1000 HIS Full scale deflection:
a. DEP1: 0.3 NM
b. TERMINAL: 1 NM
c. ENR: 2 NM
d. APP: 1 NM decreasing to:
e. FINAL: 0.3 NM
Times
EOBT (Estimated Off Block Time)
➔ Estimated time aircraft will commence movement
➔ We can activate a flight plan in IFR 15 min before EOBT and it must be delayed if taxi is not
commenced 15 min after EOBT
CTOT (Calculated Take Off Time)
➔ Time provided by Central Flow Management Unit (CFMU) taking into account ATC flow situation
➔ Also known as ATFM (Air Traffic Flow Management) slot
➔ CTOT has a tolerance of -5/+10 minutes
TOBT (Target Off Block Time)
➔ Is the time that operator/handling agent estimates that the aircraft will be ready to start up, doors
closed, bridge removed, push back vehicle present. Push back immediately after clearance from
TWR
TSAT (Target Start up Approval Time)
➔ Takes into account TOBT and CTOT
IFR Minimum Altitudes
➔ Level not below the minimum flight altitude established by the state whose territory is over flown.
➔ When no minimum flight altitude can be established
a. Over high terrain and mountainous areas, 2000 ft above highest obstacles within 8 km
b. Elsewhere than specified above, at least 1000 ft above the highest obstacle located within 8
km
MEA (Minimum Enroute Altitude)
➔ Lowest published altitude between 2 radio aids for obstacle clearance + signal coverage
Grid Mora (Grid Minimum Off-Route Altitude)
➔ Provides terrain and man-made structure clearance within the section outlined by latitude and
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longitude lines
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MCA (Minimum Sector Altitude)
➔ Lowest altitude that will provide a clearance of 1000 ft above all objects in a 25 NM radius centred
on a radio navigation aid
Racetrack
➔ Same layout as holding but used to reduce altitude
➔ Course reversal procedure
➔ Is part of the approach procedure
➔ Time depends on the approach
Procedure Turn
➔ Used to reverse a course when no suitable fix permits a direct entry into an instrument approach
procedure
1 min
➔ 2 Types of Procedural turns:
a. 45°/180° turns
c. 80°/260° turns
CDFA (Continuous Descent Final Approach)
➔ Technique to fly a final approach segment of non-precision instrument approach
➔ Continuous descent, without level off
➔ From altitude / height at or above the FAF (final approach fix) to a point approx. 15m (50ft) above
landing runway threshold or when the flare begins.
➔ Used for all non-precision approaches (except approval of competent authority)
APV (Approach with Vertical Guidance)
➔ Ex: RNAV (GNSS); RNP-APCH; RNP-AR
➔ Designed to provide vertical guidance to DA but is considered a non-precision approach
➔ 2 types (APV BARO; APV-SBAS)
➔ APV BARO:
a. Approach with barometric vertical guidance flown to LNAV/VNAV DA/H
b. Flown by modern aircraft with VNAV function using barometric inputs
➔ APC SBAS:
a. Approach with geometric vertical and lateral guidance flown to the LPV (localizer
Performance with Vertical Guidance) DA/H
b. Is Supported by SBAS such as WAAS in US and EGNOS in Europe to provide lateral and
vertical guidance.
c. Lateral guidance is equivalent to an ILS localizer; vertical guidance provided against
geometrical path in space instead of barometric altitude
➔ Instrument approach procedure (IAP) - Series of predetermined maneuvers by reference to flight
instruments with specified protection from obstacles from the initial approach fix or, where applicable,
from the beginning of a defined arrival route to a point from which a landing can be completed and
thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance
criteria apply. IAPs are classified as follows:
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1. Non-Precision Approach (NPA) procedure, which means an IAP designed for 2D instrument
approach operations Type A;
2. Approach procedure with vertical guidance (APV) means a performance-based navigation
(PBN) IAP designed for 3D instrument approach operations Type A;
3. Precision approach (PA) procedure means an IAP based on navigation systems designed for 3D
instrument approach operations Type A or B
Difference Between LNAV/VNAV & LPV Approach
LPV
-
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Designed to be very similar to ILS approach
with increased sensitivity glideslope
Lower DA than LNAV/VNAV
As low as 200ft
Meets criteria for CAT precision approach
(but it’s a non-precision)
Built on SBAS (needs SBAS receiver + SBAS
coverage)
LNAV/VNAV
-
Flown on barometric altimeter only and is
subject to temp errors
Less reliable and higher DA
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Difference Between FAP and FAF
FAF (Final Approach Fix)
-
Non-precision
Start of the final approach segment by final
approach distance or locator marker
Should be crossed at or above specified
height before final descent is initiated
FAP (Final Approach Point)
-
Precision approach
Start of the final approach segment by final
approach distance or locator marker
Should be crossed at or above specified
height before final descent is initiated
Decision Altitude / Height (DA/H)
➔ For precision approach or;
➔ For non-precision approach flown with CDFA descent profile and call DDA
Minimum Descent Altitude / Height (MDA/H)
➔ Used for non-precision approaches
➔ Altitude using local QNH
➔ Heights above ground or with the local QFE off barometric altimeter
Minima
AEFH Assumed Engine Failure Height OM C-01-18
Point on the all-engine take-off flight path where visual reference for the purpose of avoiding obstacles is
expected to be lost
➔ VFR = 200ft AGL.
➔ IFR flights AEFH depends on IFR operations (SOP VOL. 1)
➔ Flight Path begins at 50 Ft at End of TOD Required
➔ Finish at 1500 Ft above Surface
➔ Bank angle LESS than 15deg = Spacing 300m VMC or 600m IMC
➔ Bank angle MORE than 15deg = Spacing 600m VMC or 900m IMC
➔ OEI Climb Gradient = Twin Climb Gd * 0.77
➔ If no info in AFM assumed OEI at 200Ft or 300Ft
➔ Finish at 1500 Ft above Surface
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Take Off Minima
EX: If RVR is less than 1000m we have to assumed at 200FT Crit. Eng. Failure Occurrence
Or: if an obstacle is at 300Ft and RVR is below 1000Ft we can’t T/O
MEP
Assumed Engine
Failure Height AEFH
RVR / VIS (m)
Ceiling (Ft)
200
500
200
300
1000
300
2---5---2
3---10---3
SEP
Same as SVFR
1500
600
Requirement to reduce take-off minima to 400m
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Facilities
RVR/VIS (m)
Day only : none
500 m
Day:at least runway edge lights or
runway centreline markings
Night: MUST have runway end lights
and either: runway edge lights or;
centreline lights
400 m
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Landing Minima(1)
For single pilot CAT I min RVR
➔ 800 m SPO (Single Pilot Operation)
➔ 600 m (Coupled with ILS and Autopilot)
➔ 550 m (TDZ + CL Lights) + Autopilot or HUDLS
Multi-Pilot
➔ An RVR less than 750 m may be used under these conditions
a. CAT I ops to runways with FALS and TDZ and CL and decision height of 200 ft or;
b. CAT I ops to runways with FALS but without TDZ or CL when coupled with autopilot or flight
director flow approach to a decision height not less than 200ft or;
c. CAT I ops to runways with FALS but without TDZ or CL when using an approved HUDLS or
equivalent approved system
d. APV to runways with FALS and TDZ and CL when using an approved HUSLS, but not below
RVR 600m
➔ Otherwise the RVR is limited to 750 m or above (limited column). ALS out means approach light
system is out
Circling Minima
MDA (Ft)
VIS (m)
A
400
1500
B
500
1600
C
600
2400
D
700
3600
CMV (Converted Meteorological Visibility)
Lights Elements
RVR/CMV = Reported Meteo Visibility X
DAY
NIGHT
High Intensity Approach
and runway lights
1.5
2.0
Any other type of lights
1.0
1.5
No lights
1.0
NOT APPLICABLE
➔ Value equivalent to an RVR derived from reported meteorological visibility.
➔ CMV is used when no RVR is available (If RVR available, use it!)
➔ Should not be used
a. For planning purposes
b. For calculating Take-off Minima
c. When RVR minima less than 800m
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Approach Procedures
Straight-in approach final approach track and the runway center line is 30° or less.
Circling approach final approach track alignment outside criteria for a straight-in approach. The final
approach track aligned to pass over some portion of the usable landing surface of the aerodrome.
➔ Verify time at which you set propeller FULL FWD! Make a call “ TIME (Minutes) “ ex “Time 27” – not
to cross 5 min in max RPM
➔ If after passing 1000ft above aerodrome , the reported RVR/VIS falls below the minimums, the
approach may be continued to DA/H or MDA/H. The approach may continue below the DA/H or
MDA/H and landing may be completed provided that the visual reference adequate for the type of
approach and intended runway is established and maintained
➔ When RVR not available, values may be used derived from CMV
Visual Reference for Precision Approach / Non-Precision Approach
➔ A pilot may not continue an approach below CAT I DA/H (MDA/H) unless at least ONE of the following
visual references for the intended runway is visible and identifiable to the pilot:
a. Elements of the approach light system
b. Threshold (markings, lights)
c. Visual glide slope indicator
d. Touchdown Zone (Markings, lights)
e. Runway Edge Lights
f. Other visual references accepted by the authority (NPA)
Lowest Possible DH and RVR for precision approaches
Approach Type
CAT I
CAT II
CAT III A
CAT III B
CAT III C
DH (ft)
RVR (m)
200
100
100
<100
NIL
550(1)
300
200
75
NIL
Note
3 consecutive lights + 1 lateral element
3 consecutive lights + fail passive autopilot
1 CL Light + fail operational autopilot
Lowest Possible DH for non-precision approach
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Type
DH (ft)
Localiser
VOR/DME
RNAV/LNAV
VOR
NDB/DME
NDB
SRA (1/2 NM)
SRA (1 NM)
SRA (2NM or More)
250
250
300
300
300
350
250
300
350
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Types of Approaches
Precision Approach
(PA)
Non-Precision
Approach (NPA)
Approach with
Vertical Guidance
(APV)
1. ILS,
2. GLS,
3. PAR (Precision App Radar)
1. RNAV (LNAV; LNAV+V; LNAV/VNAV; LPV)
2. Localizer Performance
3. VOR
4. NDB
5. Localizer
6. ASP (Approach Surveillance Radar)
7. LDA (localizer type directional Approach)
8. SDF (Simplified Directional Facility)
1. LPV & LNAV / VNAV
2. Must have WAAS
3. More Precise than RNAV
LPV / LP
LNAV / VNAV
LNAV
SBAS (WAAS/EGNOS)
GPS + BARO
RAIM (Basic GPS)
3D Operations
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The 7 Stabilized 3D Approach Criteria
Lateral Path
Vertical Path
Vertical Speed
Bank
Approach Speed
Gear + Flaps set
Throttle
+/- ½ Scale CDI
+/- ½ Scale GS
≤ 1000ft/min if not briefed accordingly
≤ 15°
+5kt, -5kt – all engines, calm conditions
+10kt, -5kt – one engine inop
+10kt, -10kt – turbulent conditions
As briefed
Not idle
NOTE: When OEI the above is configuration is delayed by 1 dot and Flaps REMAIN at T/O
Altimeter checkpoint (GS check) – is a point marked by OM, or specific distance on DME (usually close to 4NM final).
Tolerance during ALT CHECK is ±75ft.
LANDING checklist is to be done immediately after ALT CHECK. If no ALT CHECK in the approach it should be done at 1000ft
above elevation.
LANDING checklist is a confirmation that flaps and gear are in the correct position. The aircraft should be already in landing
configuration. Changing aircraft configuration once you are established after passing FAP can destabilize the approach. Such
actions should be avoided. Verify time at which you set propellers to full FWD. Make a call “TIME (MINUTES)”, ie. “TIME 37”.
You shall remember this time, not to cross permissible 5min. on max. RPM.
Approaching Decision Altitude (3D APP)
➔ 50 Ft above DA/H callout “Approaching Minimums “
➔ At DA/H if the following conditions occur: Callout “Runway in Sight -Decision Continue” / Otherwise:
“Decision – Go Around”
a. Have permanent contact with runway or runway lights;
b. Landing config;
c. Fully Stabilized;
d. You are sure of a safe landing from current Position
2D Operations (CDFA)
DDA → Derived Decision Altitude (Published DA/MDA + 30 Ft to compensate in case of go around.
➔ Applies to all NPA
➔ Does not apply to APVs
MDA → Minimum Descent Altitude (published)
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PI → Pilot Increment
MOC → Minimum Obstacle Clearance
OCH → Obstacle Clearance Height
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Configuration
➔ Should take place after stabilizing on inbound track, 1.5 NM (or 30 sec) before FAF
➔ “Speed below 122” → Flaps T/O → Flaps T/O Checked
➔ “Speed Below 122” → Gear Downs → Gear Down 3 Green
After FAF
➔ Timer ON (when distance from threshold is not available)
➔ “Speed Below 93” → Flaps Full → Flaps Full checked
➔ Adjust MP to establish published and briefed ROD (20 to 22 IN)
➔ Monitor present position and verify “Above / Below Profile” or “On Profile”
➔ Call for final checklist (memory items) at:
a. 1000 ft above elevation;
b. If 1000 ft elevation is lower than MDA, then 500 ft above minimums
Approaching Decision Altitude (2D)
➔ 50 Ft above DDA/H callout “Approaching Minimums “
➔ At DDA/H if the following conditions occur: Callout “Runway in Sight -Decision Continue” / Otherwise:
“Decision – Go Around”
a. Have permanent contact with runway or runway lights;
b. Landing config;
c. Fully Stabilized;
d. You are sure of a safe landing from current condition
2D IAP Vertical Profile
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➔ Control of airspeed and rate of descent is particularly important
➔ Should cross the FAF already configured and at the correct speed
➔ The published VDA may be incorporated in a navigation database via the flight directors to be
regarded as advisory only.
➔ During RNP APCH (LNAV) Garmin advise by (LNAV+V). with magenta glide path slope only to
help you to fly CDFA approach.
➔ DA on Jeppesen charts but still the “old” MDA with no margin for height loss during initiation of
go around. Thus, higher DA must be briefed and used, so called DDA – Derived Decision Altitude
➔ The DDA applies to all NPAs. Not for APVs like LNAV/VNAV, LPV, RNP AR APCH
➔ Those approaches already incorporate the possible height loss in case of a go around. On many
airliners this altitude increment is 50ft, however due to much smaller size and less momentum
of Tecnam P2006T, Bartolini Air establishes this increment
➔ Add margin + 30ft.
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The 7 Stabilized 2D Approach Criteria
Lateral Path
Vertical Path
Bank
Approach Speed
Gear + Flaps set
Throttle
+/- ½ Scale CDI, or 5° for RMI
+/- 75ft vertical deviation at
checkpoints
≤ 15°
+5kt, -5kt – all engines, calm
conditions
+10kt, -5kt – one engine inop
+10kt, -10kt – turbulent conditions
As briefed
Not idle
NOTE: When OEI the above is configuration is delayed by 1NM and Flaps stay at T/O
Circle to Land Approach (after obtaining visual contact)
➔ Stop descent at MDA/H
➔ Make 45 degrees turn (left or right, as directed)
➔ Start timer
➔ After 30 seconds go back to previous heading (parallel to rwy or DOWNWIND)
➔ After joining downwind – “Speed Below 122 – Gear Down – 3 Green”
➔ Report “Downwind” position
➔ Receive new go around procedure
➔ Abeam runway threshold start timer
➔ Start turn to base and then to final leg, after passing runway threshold calculate the time to fly
before making the turn (TIME= MDH/30 in feet)
➔ When on final “Speed below 93 – Flaps full”
➔ Landing Checklist
Missed Approach Point (MAPt)
➔ Point after which a turn can be made to ensure the plane stays in the safe area
➔ NPA: typically crossed at the MDA
➔ PA: reached when aircraft reaches DH
Straight-in approach
➔ When aircraft is within 30 degrees either side of the runway centerline
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Approach Should be Discontinued:
➔ Receiver fails to engage the correct approach;
➔ In case of loss of Integrity (LOI) monitoring;
➔ HIS/CDI exceeds half scale deflection;
➔ If a RAIM warning is activated
➔ IF RAIM function is not available and enunciated before passing the FAF
IFR Cruising Altitudes
Non-RVSM
➔ Separation of 2000 ft
➔ Ex: FL370 – FL390 – FL410
RVSM (Reduced Vertical Separation Minima)
➔ Separation of 1000 ft
➔ Ex: FL380 – FL390 – FL400
➔ Increase airspace capacity
➔ More fuel-efficiency
➔ Requires certification and operator approval
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Planning Minima
Planning Minima
Destination alternate, isolated aerodrome, fuel ERA and ERA aerodrome
CAT II and III
CAT I RVR
CAT I
NPA RVR/VIS
Ceiling at or above MDH
NPA
NPA RVR/VIS +1000m
Ceiling at or above MDH+200ft
Circling
Circling
ERA (En-Route Alternate)
➔ Reduce contingency from 5% to 3% (ERA must be located within a circle radius of 20% total flight
plan distance)
➔ Circle centred at a distance from destination aerodrome of 25% of the total flight plan distance or
20% + 50 NM whichever greater
➔ ETOPS ERA select to allow aircraft in case engine failure at worst point along the route, to be within
a certain distance to an adequate alternate (120 min at OEI cruise speed)
TALT (Take-Off Alternate)
➔ When not possible to use departure aerodrome as alternate (due to MET / Performance / Engine
Failure / Emergency)
➔ Select a take-off alternate aerodrome no more than 1 hour flying time at OEI cruise speed in still air
conditions
➔ TALT should be filled in field 18 as “ TALT/… ”
➔ 3 or more engines → 2 h OEI cruise speed according to AFM in still air conditions.
Isolated Aerodrome
➔ Is one for which the alternate and final reserve fuel is required to the nearest adequate destination
alternate aerodrome is more than:
a. Aircraft with reciprocating engines, fuel to fly for 45 min + 15% of flying time to be spent at
cruising for 2 hours, whichever is less
b. For aircraft with turbine engines, fuel to fly for 2 hours at normal cruise above the
destination aerodrome, including final reserve fuel
Destination Alternate
No Alternate
➔ Isolated aerodrome or;
➔ Duration of flight does not exceed 6 hours and;
➔ 2 separate runways at destination and;
➔ Weather reports indicate that 1 hour before and 1 hour after ETA the ceiling will be at least 2000ft
or circling height + 500 ft and vis at least 5km.
➔ If none of the above, 1 Destination Alternate needs to be selected
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2 Alternates
➔ Weather report shows that within 1 hour before to 1 hour after EA the conditions will be below
aerodrome minima
➔ No meteo info is available at destination airport
Aviation Law
ICAO Annex 2 → SERA (Standard European Rules of the Air)
ICAO Annex 6 → Air Operations
➔ PART-ARO – Authority Requirements for Air Operations – establishes requirements for the admin and
management systems to be fulfilled by the agency and member states of the implementation and
enforcement of IR-OPS
➔ PART-ORO – Organisation Requirements for Air Operations – establishes requirements to be followed
by an air operator conducting commercial air transport operations.
➔ PART-CAT – Commercial Air Transport Operations - contains general requirements for commercial air
transport operations, including operating procedures, aircraft performance, mass and balance,
instruments and equipment requirements etc…
➔ PART-SPA – Specific Approvals - contains requirements for specific approvals, such as PerformanceBased Navigation, Minimum Navigation Performance (MNPS), Reduced Vertical Separation Minima
(RVSM), Low Visibility Operations (LVO), Extended Range Twin Engine Operations (ETOPS), Transport
of Dangerous Goods(DG), and certain specified helicopter operations.
➔ PART-NCC – Authority Requirements for Air Operations (Non-Commercial) Complex Aircraft
Operations
➔ PART-NCO – Authority Requirements for Air Operations (Non-Commercial) Non-Complex Aircraft
Operations
➔ PART-SPO – Specific Operations – Special Missions, like flying with sky-divers, aerial photos, firefighting flight etc…
ICAO ANNEX 10 VOL II – Lost Comm Procedure
3.6.5.2.1 If in visual meteorological conditions, the aircraft shall:
a) continue to fly in visual meteorological conditions; land at the nearest suitable aerodrome; and
report its arrival by the most expeditious means to the appropriate air traffic services unit;
b) b) if considered advisable, complete an IFR flight in accordance with 3.6.5.2.2.
3.6.5.2.2 If in instrument meteorological conditions or when the pilot of an IFR flight considers it inadvisable
to complete the flight in accordance with 3.6.5.2.1 a), the aircraft shall:
a) unless otherwise prescribed on the basis of regional air navigation agreement, in airspace where
radar is not used in the provision of air traffic control, maintain the last assigned speed and level, or
minimum flight altitude if higher, for a period of 20 minutes following the aircraft's failure to report
its position over a compulsory reporting point and thereafter adjust level and speed in accordance
with the filed flight plan;
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b) in airspace where radar is used in the provision of air traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 7 minutes following:
1. the time the last assigned level or minimum flight altitude is reached; or
2. the time the transponder is set to Code 7600; or
3. the aircraft's failure to report its position over a compulsory reporting point; whichever is
later, and thereafter adjust level and speed in accordance with the filed flight plan;
c) when being radar vectored or having been directed by ATC to proceed offset using area navigation
(RNAV) without a specified limit, rejoin the current flight plan route no later than the next significant
point, taking into consideration the applicable minimum flight altitude;
d) proceed according to the current flight plan route to the appropriate designated navigation aid or fix
serving the destination aerodrome and, when required to ensure compliance with e) below, hold
over this aid or fix until commencement of descent;
e) commence descent from the navigation aid or fix specified in d) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has been
received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from
the current flight plan;
f) complete a normal instrument approach procedure as specified for the designated navigation aid or
fix; and
g) land, if possible, within 30 minutes after the estimated time of arrival specified in e) or the last
acknowledged expected approach time, whichever is later.
Lost Comm Procedure EPLL (LODZ)
Radio Communication Failure Procedure for IFR Flights
General Procedure During Flights Other Than SIDs OR STARs And For Aircraft Not Approved
For Star RNP1 Ops
➔ Set transponder to 7600 and continue to the LOZ DVOR/DME at the FL last assigned by ATC.
Overhead LOZ, descend to 3000 ft, then execute a VOR RWY 25 app and land or fly northern
(RIGHT) circle to RWY 07 (depending on wind direction and other circumstances)
Radio Comm Failure Proc For Flights On SIDs
➔ Set transponder to 7600. Continue according to the assigned and confirmed SID. After 3 mins, climb
to FPL FL
Radio Comm Failure Proc for Flights On STARs (AIRCRAFT APP FOR RNAV 1 OPS)
a) If a STAR was assigned and flight crew acknowledge it, set transponder 7600, continue in
accordance with FPL and follow assigned STAR, then execute an (VOR or RNAV GNSS) approach and
land. The descent shall be performed after 2 minutes from setting 7600, in accordance with the
vertical restrictions specified on the STAR charts.
b) If no STAR was assigned, set transponder 7600 and continue to the LOZ DVOR/DME at the last
assigned FL. Overhead LOZ, descend 3000 ft, then execute VOR RWY 25 approach and land, or fly
northern (RIGHT) to RWY 07 (depending on wind dir and other circumstances)
NOTE: In all cases, particular attention shall be kept due to VFR flights that may hold at the VFR points:
YANKEE to the north and SIERRA to the south of the aerodrome. Visual Circling is allowed only on the
northern side of the aerodrome.
Radio Comm Failure in VFR Flights
➔ If radio comm fails before reaching LODZ CTR/TMA, entry is forbidden .
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➔ If radio comm fails in flight after obtaining clearance for entry into the LODZ CTR/TMA, the crew
shall
a. When arriving and approaching from the NORTHERN side of the aerodrome:
▪ Make an approach to reach YANKEE point and await visual signals given from the
aerodrome control tower of Lodz aerodrome;
▪ Show all aircraft nav, warning and landing lights during arrival and holding;
▪ After receiving a green visual continuous signal execute the shortest possible
approach and land on the most suitable runway depending on weather conditions;
▪ After receiving a red visual signal hold over YANKEE point until receiving a
continuous green visual signal and then execute the shortest possible approach and
land on the most suitable runway depending on weather conditions;
▪ If no signals have been received from the aerodrome control tower, hold over
YANKEE point for 10 minutes and then execute the shortest possible approach and
land on the most suitable runway depending on weather conditions;
▪ After landing vacate the runway immediately into the available taxiway and wait for
the FOLLOW ME car.
b. When arriving and approaching from the southern side of the aerodrome;
▪ Make an approach to reach SIERRA point and await visual signals given from the
aerodrome control tower of Lodz aerodrome;
▪ Show all aircraft nav, warning and landing lights during arrival and holding;
▪ After receiving a green visual continuous signal execute the shortest possible
approach and land on the most suitable runway depending on weather conditions;
▪ After receiving a red visual signal hold over SIERRA point until receiving a continuous
green visual signal and then execute the shortest possible approach and land on the
most suitable runway depending on weather conditions;
▪ If no signals have been received from the aerodrome control tower, hold over
SIERRA point for 10 minutes and then execute the shortest possible approach and
land on the most suitable runway depending on weather conditions;
▪ After landing vacate the runway immediately into the available taxiway and wait for
the FOLLOW ME car.
c. If possible hold over YANKEE/SIERRA point at 1500 ft AMSL, paying attention to flights in
the traffic circuit.
➔ These rules also apply to gliders and other non-powered aircraft, if possible.
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PROCEDURES FOR AIR NAVIGATION SERVICES: AIRCRAFT OPERATIONS
ICAO DOC. 8168, Vol. I
Acceptable Means of Compliance
➔ Original way of complying with regulations
Alternate Means of Compliance
➔ Alternative way to comply with regulations
Interception
➔ Follow instructions by intercepting aircraft
➔ Notify if possible, appropriate Air Traffic Services
➔ Attempt to establish radio communications with intercepting aircraft, by making a call on
emergency frequency 121.500 Mhz or 243 Mhz
➔ With SSR transponder, select mode A, code 7700
➔ If equipped with ADS-B or ADS-C select emergency functionality
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Airspace Classification (SERA)
CLASS
A
B
TYPE OF
FLIGHT
SEPARATION
SERVICE
SPEED
RADIO
IFR
ALL ACFT
Air Traffic Control
Service
Not Applicable
Continuous
two-way
YES
VFR
IFR
VFR
NOT ALLOWED
ATCS
ATCS
N/A
N/A
Two-way
Two-way
YES
YES
ATCS
N/A
Two-way
YES
250 KIAS below
10000ft AMSL
Two-way
YES
Two-way
YES
Two-way
YES
Two-way
YES
NO
NO
Two-way
NO
NO
NO
Two-way
NO
NO
NO
IFR
C
D
E
F
G
All Acft
All Acft
IFR Fr VFR
IFR Fr IFR
1. ATCS from IFR
2. VFR/IFR traffic
info
ATCS, traffic info
VFR
IFR/VFR and
VFR/VFR traffic info
ATCS, traffic info
VFR
VFR
VFR Fr IFR
IFR
IFR Fr IFR
VFR
NIL
IFR
IFR Fr IFR
VFR
NIL
Traffic info as
practical
250 KIAS below
10000
IFR
IFR Fr IFR (as
Practical)
Air traffic advisory
service; flight info
VFR
NIL
Flight Info Service
IFR
NIL
FIS
250 KIAS below
10000
250 KIAS below
10000
250 KIAS below
10000
VFR
NIL
FIS
250 KIAS below
10000
250 KIAS below
10000
250 KIAS below
10000
250 KIAS
below 10000
ATC
CLRNC
PART-FCL
Multi Engine Piston LAND:
➔ Type should be dedicated to aircraft that require a type rating
➔ Sub part H – class and type ratings. Type and class are in the same category.
➔ An applicant for a class or type rating should pass a skill test within 6 months after commencement
of course and after another 6 months to apply for the rating.
➔ Type and class ratings are valid for only 1 year
a. If it is expired you need to
▪ Undergo training again
▪ Pass a proficiency check
➔ Training:
a. 7 hours theory
b. 2.5 hours of dual aircraft instruction under normal conditions
c. 3.5 hours of dual aircraft instruction under emergency conditions
➔ Revalidation – still valid and want to revalidate it
a. Within 3 months immediately preceding the expiry date of rating
b. 10 route sectors or;
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c. 1 route sector with an examiner
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SUBPART D – COMMERCIAL PILOT LICENCE – CPL
➔ Applicant shall be a min of 18 years of age
Privileges and conditions
➔ Exercise all privileges of the holder of an LAPL and a PPL;
➔ Act as PIC or co-pilot of any acft engaged in ops other than commercial air transport;
➔ Act as PIC in commercial air transport of any single-pilot acft subject to restrictions in FCL.060 and
in this subpart;
➔ Act as co-pilot in commercial air transport subject to the restrictions specified in FCL.060
➔ An applicant for a CPL shall demonstrate a level of knowledge to the privileges granted in the
following subjects: Air Law; AGK -Airframe/Systems/Powerplant; AGK-Instrumentation; M&B; Perf;
FP&M; HP; MET; GNAV; RNAV; OPS; POF; VFR Comms
SUBPART F – AIRLINE TRANSPORT PILOTS LICENSE – ATPL
➔ At least 21 years of age.
➔ Applicants for an ATPL (A) shall have completed a minimum of 1500 hours of flight time in
aeroplanes, including at least:
a. 500 hours in multi-pilot ops on aeroplanes
b. .
▪ 500 hours as PIC under supervision; or
▪ 250 hours as PIC; or
▪ 250 hours, including 70 hours as PIC, and the remaining as PIC under supervision
c. 200 hours of cross-country flight time of which at least 100 hours shall be as PIC or as PIC
under supervision;
d. 75 hours of instrument time of which not more than 30 hours may be instrument ground
time; and
e. 100 hours of night flight as PIC or co-pilot
➔ Of the 1500 hours of flight time, up to 100 hours of flight time may have been completed in an FFS
or FNPT. Of these 100 hours, only a max of 25 hours may be completed in an FNPT
➔ Applicants for an ATPL (A) shall pass a skill test to demonstrate the ability to perform, as PIC of a
multi-pilot aeroplane under IFR, the relevant procedures and manoeuvres. The skill test shall be
taken in the aeroplane or an adequately qualified FFS representing the same type
a. The ATPL skill test may serve at the same time as a skill test for the issue of the license and a
proficiency check for the revalidation of the type rating for the aircraft used in the test and
may be combined with the skill test for the issue of a MP type rating.
SUBPART G – INSTRUMENT RATING – IR
Privileges
➔ To fly aircraft under IFR, including PBN ops, with a min DH of no less than 200 ft (60 m)
➔ In case of multi-engine IR, these privileges may be extended to DH lower than 200 ft (60 m) when
applicant has undergone specific training at an ATO and has passed section 6 of the skill test to this
part in the multi-pilot aircraft.
Prerequisites and Crediting
➔ Hold
a. At least PPL in appropriate acft cat, and;
▪ Privileges to fly at night if IR privileges will be used at night; or
▪ An ATPL in another category of acft; or
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b. A CPL, in the appropriate acft cat;
➔ Have completed at least 50 hours of cross-country flight time as PIC in aeroplanes, TMGs,
helicopters or airships, of which 10 or shall be in the relevant aircraft cat.
Theoretical knowledge and Flight Instruction
➔ Course. Applicants for an IR shall have received a course of theoretical knowledge and flight
instruction at an ATO. The course shall be
a. An integrated training course which includes training for the IR,
b. A modular course
➔ Examination. Applicants shall demonstrate a level of theoretical knowledge appropriate to the
privileges in the following subjects: Air Law; AGK -INST; FP&M; HP: MET; RNAV; IFR COMMS
Skill Test
➔ Applicants for an IR shall pass a skill test to demonstrate the ability to perform the relevant
procedures and manoeuvres with a degree of competency appropriate to the privileges granted
➔ For a multi-engine IR, the skill test shall be taken in a multi-engine acft. For a single-engine IR, the
test shall be taken in a single-engine acft. A multi-engine centreline thrust aeroplanes shall be
considered a single-engine aeroplane for the purpose of this para.
Validity, Revalidation and Renewal
➔ Validity. An IR shall be valid for 1 year.
➔ Revalidation.
a. An IR shall be revalidated within 3 months immediately preceding the expiry of the rating
b. Applicants who fail to pass relevant section of an IR prof check before the expiry date of the
IR shall not exercise the IR privileges until they have passed the prof check.
c. When combined with revalidation of a class or type rating, shall pass a proficiency check.
➔ Renewal. If an IR expired, in order to renew their privileges applicants shall:
a. Go through refresher training at an ATO to reach the level of proficiency needed to pass
instrument element of the skill test; and
b. Complete a proficiency check in the relevant acft cat.
➔ If the IR has not been revalidated or renewed within the preceeding 7 years, the holder will be
required to pass again the IR theoretical knowledge examination and skill test
Emergencies / Failures / Flows
Failures
Trim Runaway
1. AP Disconnect (press and Hold)
2. Trim Disconnect
3. Use trim wheel (check circuit breaker)
Total Electrical Failure
1. Master and Fields OFF, then;
2. Master and Fields ON to attempt reset
3. If failure persists → EMERG BATT switch ON
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Landing Gear Failure
Note: Hydro-accumulator system, check 20 BAR minimum during pre-flight
1. First Valve on RHS turn 90° COUNTER-clockwise and wait 20s
2. Turn second valve LHS 180° COUNTER-clockwise to discharge and lock landing gear in place
3. LG extension takes about 20 seconds
AHRS vs ADC failures – what’s missing?
AHRS Failure
➔ Attitude indicator, HDG, HSI reverts to CDI (reverse sensing)
➔ Recommended to use autopilot
➔ Modes available: HDG, NAV, APR, REV - BEHAVE like a wing level (use CWS)
ADC (Air Data Computer) Failure
➔ Airspeed, Altitude, Vertical Speed, Traffic Advisory (misinformation), wind
➔ Autopilot modes available: ALT / VS
➔ Autopilot modes not available: ALT + VS
Emergency Flows
Engine Failure Takeoff (CONTINUE)
1. ALL LEVERS -------------------------- FULL FWD
2. Heading ------------------------------- Keep Control
3. Attitude ------------------------------- Reduce, ASPD > 62 KIAS
4. Gear
UP
5. Flaps
T/O // REMAIN
6. INOP ENG ----------------------------- IDENTIFY, VERIFY, FEATHER
7. CLIMB
Vx
8. @ 400' AGL --------------------------- ACCEL Vyse
9. @ Vyse
FLAPS UP
At Safe Alt
10. INOP ENG ---------------------------- Confirm & SECURE
11. OPER ENG FUEL PUMP -------------Check ON
12. OPER ENG ---------------------------- Check ENG Instruments
13. OPER ENG FUEL SEL-----------------Check correct feeding
Engine Failure During Climb
1. Autopilot
OFF
2. Heading --------------------------------- KEEP CONTROL
3. ATTITUDE ------------------------------- REDUCE, ASPD > 62 KIAS
4. ALL LEVERS ----------------------------- FULL FWD
5. Gear & Flaps --------------------------- UP
6. INOP ENG ------------------------------- IDENTIFY, VERIFY, FEATHER
7. OPER ENG ELEC FUEL PUMP-------- Check ON
8. INOP ENG ------------------------------- Confirm & SECURE
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One Engine INOP Go Around
1. OPER ENG LEVERS ------------------- FULL FWD
2. Flaps
T/O
3. POS RATE ------------------------------ GEAR UP - CLIMB Vx
4. @ 400' AGL ---------------------------- ACCEL Vyse
5. @ Vyse
FLAPS UP
6. CLIMB
Vyse +5
Engine Securing
1. Throttle Lever ------------------------ IDLE
2. Prop Lever ---------------------------- FEATHER
3. Fuel Selector ------------------------- OFF
4. Elec Fuel Pump ---------------------- OFF
5. Ignition (INOP ENG) ---------------- BOTH OFF
6. Oper. ENG RMP --------------------- BELOW YELLOW
Engine Fire Takeoff (ABORT)
1. Throttle Lever --------------------------BOTH IDLE
2. Rudder
KEEP CONTROL
3. Brakes
AS REQ.
ACFT Under Control
4. Fuel Selectors -------------------------- BOTH OFF
5. Ignitions
ALL OFF
6. ELEC FUEL PUMPS -------------------- BOTH OFF
7. Cab Heat & Defrost -------------------OFF
8. MASTER
OFF
9. Park Brake ------------------------------ ENGAGED
10. Aircraft Evacuation ------------------CARRY OUT
Engine Fire Takeoff (CONTINUE)
1. ALL LEVERS ------------------------------ FULL FWD
2. Heading ---------------------------------- KEEP CONTROL
3. Attitude ---------------------------------- REDUCE, ASPD > 62 KIAS
4. FIRE AFFECTED ENG Prop Lever ---- FEATHER
5. Landing Gear ---------------------------- UP
6. Flaps --------------------------------------- T/O // REMAIN
7. CLIMB
Vx
8. @ 400' AGL ------------------------------ ACCEL Vyse
9. @ Vyse
FLAPS UP
At Safe Alt
10. Cabin Heat & Defrost ------------------BOTH OFF
11. FIRE AFFECTED ENG Fuel Selec ------ Confirm & OFF
12. FIRE AFFECTED ENG Ignitions ------- Confirm & BOTH OFF
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13. FIRE AFFECTED ENG FUEL PUMP -- Confirm & OFF
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14. FIRE AFFECTED ENG FIELD -----------OFF
15. LAND ASAP
Engine Fire In Flight
1. Cabin Heat & Defrost ----------------- BOTH OFF
3. FIRE AFFECTED ENG Fuel Selec ----- Confirm & OFF
4. FIRE AFFECTED ENG Ignitions ------- Confirm & BOTH OFF
5. FIRE AFFECTED ENG Throttle ------- FULL FWD
6. FIRE AFFECTED ENG Prop ----------- FEATHER
7. FIRE AFFECTED ENG FUEL PUMP -- Confirm & OFF
8. Heading ---------------------------------- KEEP CONTROL
9. Attitude ---------------------------------- REDUCE, ASPD > 62 KIAS
10. FIRE AFFECTED ENG FIELD --------- OFF
11. Cabin Vent ----------------------------- OPEN
12. LAND ASAP
Electrical Smoke In Cabin During Flight
1. Cabin Ventilation ---------------------- OPEN
2. Emergency Light ----------------------- ON
3. STBY Attitude indicator switch ------ ON
4. GAIN VMC COND ---------------------- ASAP
In Case of Cockpit Fire
5. Fire Extinguisher ----------------------- use towards base of flames
Electrical Smoke In Cabin On The Ground
1. Master Switch -------------------------- OFF
2. Cabin Heat & Defrost ----------------- OFF
3. Throttle
BOTH IDLE
4. Ignitions
ALL OFF
5. Fuel Selector --------------------------- BOTH OFF
6. Parking Break -------------------------- ENGAGED
7. Aircraft Evacuation ------------------- CARRY OUT
Normal Flows
Takeoff Flow
After Line-up & Takeoff Clearance
1. "RWY IDENTIFIED" (HSI & COMPASS)
2. Write down T/O Time, CALL OUT - "TIME (MINUTES)"
3. Set T/O PWR, ENG instruments Green, CALL OUT - "T/O POWER SET AND CHECKED"
4. Release brake, CALL OUT "BRAKES RELEASED"
5. @ 40 Knots, crosscheck ASI & STBY ASI, CALL OUT "40 KNOTS CROSS-CHECK"
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6. @ VR = 65 Knots, CALL OUT "VR, ROTATE", raise nose 5 to degrees
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7. Positive value on VSI and climb indicated on altimeter, CALL "POSITIVE RATE"
8. Brake the wheels
9. When rwy insufficient, CALL "INSUFFICIENT RWY"
10. Raise gear and CALL "GEAR UP"
11. CONFIRM gear is in up position and CALL "GEAR UP CHECKED"
After Takeoff Flow
@ AEFH
1. REDUCE MP ---------------------------- to 27 inHG
2. REDUCE RPM -------------------------- to 2250 (BELOW YELLOW)
3. LH & RH Fuel Pumps ----------------- OFF
4. Landing & Taxi Lights---------------- OFF
5. Flaps
UP
6. Call
- "FLAPS UP"
7. Apply Back Pressure & Climb -------- Vy +10
8. Confirm Flaps up & Call------------- "FLAPS UP CHECKED"
9. 1000 FT AGL --------------------------- AFTER TAKEOFF CHECKLIST
Before Landing Flow
Abeam RWY Threshold
1. "SPEED BELOW 122 ----------------- FLAPS T/O - FLAPS T/O CHECKED"
2. "SPEED BELOW 122 ---------------- GEAR DOWN"
3. Fuel Pumps
ON
4. Landing & Taxi Lights--------------- ON
5. Carb Heat ----------------------------- AS DESIRED
6. "GEAR DOWN------------------------ 3 GREEN"
Landing Flow VFR
On Base Leg
1. Power --------------------------------- REDUCE APPROX 18 MP
2. Descent
START
3. Airspeed
85 KTS
On Final Leg
1. Speed < 93 KTS ----------------------- FLAPS FULL
2. LANDING CHECKLIST
Go Around Flow
1. ALL LEVERS ---------------------------- FORWARD
2. Flaps ------------------------------------ T/O & CALL "FLAPS T/O"
3. Call -------------------------------------- "POSITIVE RATE", Speed > 62 KIAS
4. LDG Gear ----------------------------- UP, Call "GEAR UP"
5. Flaps ------------------------------------ UP, Call "FLAPS UP"
6. VERIFY ---------------------------------- GEAR & FLAPS UP
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Instruments
Altimeter
➔ Contains a set of wafer thin discs (aneroids / baffles) that expand or contract depending on
pressure
➔ When climbing, there is less static pressure making the discs expand and during descend the
opposite happens. More static pressure making the discs contract
Pitot Static System
Airspeed Indication
➔ Receives input from pitot tube and static port
➔ Pitot tube measures RAM pressure (incr speed = incr pressure)
➔ Air goes to a diaphragm and will expand with greater speeds
➔ Static port will send static pressure to the diaphragm to have the correct airspeed reading
Rules of Thumb
1 in 60 Rule
If a pilot has travelled for 60 miles then 1 mile off track error is equivalent to 1 degree holding error
𝑀𝑖𝑙𝑒𝑠 𝑜𝑓𝑓 𝑡𝑟𝑎𝑐𝑘 𝑋 60
𝑀𝑖𝑙𝑒𝑠 𝐹𝑙𝑜𝑤𝑛
= 𝑇𝑟𝑎𝑐𝑘 𝐸𝑟𝑟𝑜𝑟 (𝐷𝑒𝑔𝑟𝑒𝑒𝑠)
𝑀𝑖𝑙𝑒𝑠 𝑜𝑓𝑓 𝑡𝑟𝑎𝑐𝑘 𝑋 60
= 𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 𝐴𝑛𝑔𝑙𝑒 (𝐷𝑒𝑔𝑟𝑒𝑒𝑠)
𝑀𝑖𝑙𝑒𝑠 𝑇𝑜 𝐺𝑜
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Holding Rules of Thumb
2/3 rule – wind corrections
➔ Correct heading by 2/3*2 of your x-wind
➔ Component HDG +- 2/3*2 x-wind component
➔ Ex: X-wind of 18 knots from the left then 2/3*18 = 12, 12*2 = 24. If outbound course is 058° then
heading to fly needs to be 034°
Timing Corrections
➔ Outbound Time + Headwind component OR
➔ Outbound Time – Tailwind component
➔ Ex: If on an outbound track of 058 you have a direct headwind of 20 knots then 20 seconds should
be added to the 1 minute outbound, bringing your outbound leg to 1 min 20 seconds
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Altimeter Correction
➔ From High to low lookout below
➔ 1mb = 30 feeet
Level off Procedures
Useful to calculate when to start levelling off aeroplane following a descent or climb
➔ For vertical speeds below 1000 ft/min =
a. Ex: 500 fpm climb to 10000 =
𝑉𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑆𝑝𝑒𝑒𝑑
500
𝐹𝑃𝑀
10
10
= 50 𝐹𝑡. We must start levelling off 50 feet below our
target alt, in this case at 9950 ft
2 𝑋 𝑉𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑆𝑝𝑒𝑒𝑑
➔ For vertical speeds above 1000 ft/min =
a. Ex: if climbing at 2500 fpm to 40000 ft =
10
2 𝑋 2500
𝐹𝑃𝑀
= 500 𝐹𝑡. We must start levelling off at
10
500 feet below our targe alt, in this case at 39500 feet
Cruise Level Calc
Useful to calculate ideal cruise level for a certain route. To calculate how high you climb and still maintain
efficiency.
➔ Cruise FL = Trip Distance (NM)
a. Only useful for levels below optimum alt for acft.
b. Ex: trip dist of 60 NM climb FL 60
Vert speed to join altitude
To apply small altitude adjustments
➔ Vertical Speed = 2 X CHNG in feet
a. Ex: to correct from 6250 to 6000 = 2 X 250 = 500 Ft. descent with 500 fpm
To Find TAS from IAS
➔ Add 2% to your IAS per 1000 ft ALT OR;
➔ Divide IAS by 100 and add twice that per 1000 ft alt
110
a. Ex: 110 KIAS, 100 = 1.1 𝑋 2 = 2.2 𝑃𝑒𝑟 1000 𝐹𝑡. For Every 1000 ft add 2 knots to your IAS.
TOD Calc
In order to calculate how far away from a point to start a descent with a 3 degree descent angle, use the
following formula:
➔ 𝑇𝑂𝐷 (𝑁𝑀) =
𝐶ℎ𝑎𝑛𝑔𝑒 𝑖𝑛 𝐹𝐿
3
a. Ex: if you are descending from FL100 to FL030, calculate the change in FL, in this Case 070,
70
and divide this by 3, R/D To Follow a certain glide %
3
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= 23, Therefore you must start your descent 23 NM before the point.
To calculate rate of descent needed to follow a certain glide % use this formula:
➔ 𝑅𝑎𝑡𝑒 𝑜𝑓 𝐷𝑒𝑠𝑐 = 𝐺𝑟𝑜𝑢𝑛𝑑 𝑠𝑝𝑒𝑒𝑑 𝑋 𝐷𝑒𝑠𝑖𝑟𝑒𝑑 𝑑𝑒𝑠𝑐𝑒𝑛𝑡 %
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a. Ex: If you want to descend with a 5% slope and your GS is 150 kts – 150*5=750. If you descend
at 750 fpm, you will follow a 5% slope.
To Calculate descent % from a descent angle
➔ % = 10 𝑋
𝐷𝑒𝑔𝑟𝑒𝑒𝑠
6
a. Ex: To follow a 3 degree ILS glide slope, how much descent % do you need? Applying the
formula, 10*3=30/6 = 5%
Rate One Turns
➔ 15% of TAS
a. Ex: TAS 120, to maintain a rate one turn we must bank 18 degrees OR
𝑇𝐴𝑆
b. Divide the TAS by 10 and then add 7,
+7
10
c. Ex: 120/10 = 12 + 7 = 19 degrees
➔ Turn Diameter of rate 1 turn
𝑇𝐴𝑆
a. 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 (𝑁𝑀) =
100
Base Turn Timing
In order to calc the outbound time of a base turn when not provided by the chart
➔
𝑀𝐷𝐻 (𝐹𝑇)
30
➔ Ex: MDH for CIRCLE-TO-LAND VOR RWY 25 is 813 Ft.
813
30
= 27.1. Therefore your timing before base
should be around 27 seconds.
DESTINATION ALTERNATE AERODROME Page 963 of 2314
1. For each IFR flight, the operator should select and specify in the operational and ATS flight plans at least one
destination alternate aerodrome.
2. (b) For each IFR flight, the operator should select and specify in the operational and ATS flight plans two
destination alternate aerodromes when for the selected destination aerodrome, the safety margins for
meteorological conditions of AMC5 CAT.OP.MPA.182, and the planning minima of AMC6 CAT.OP.MPA.182
cannot be met, or when no meteorological information is available.
3. (c) The operator may operate with no destination alternate aerodrome when the destination aerodrome is an
isolated aerodrome or when the following two conditions are met:
1. (1) the duration of the planned flight from take-off to landing does not exceed 6 hours or, in the event
of in-flight re-planning, in accordance with point CAT.OP.MPA.181(d), the remaining flying time to
destination does not exceed 4 hours; and
2. (2) two separate runways are usable at the destination aerodrome and the appropriate weather
reports and/or weather forecasts indicate that for the period from 1 hour before to 1 hour after the
expected time of arrival, the ceiling is at least 2 000 ft (600 m) or the circling height 500 ft (150 m),
whichever is greater, and ground visibility is at least 5 km.
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BASIC FUEL SCHEMES WITH VARIATIONS — ISOLATED AERODROME — POINT OF NO RETURN
(a) Unless destination alternate fuel is carried, the operator should use a destination aerodrome as an isolated
aerodrome if the alternate fuel plus the FRF that is required to reach the nearest adequate destination alternate
aerodrome is more than:
(1) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the
flying time planned for cruising, including FRF or for 2 hours, whichever is less;
(2) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption
above the destination aerodrome, including the FRF.
(b) If the operator’s fuel planning policy includes an isolated aerodrome, a PNR should be determined by a
computerised flight-planning system and specified in the operational flight plan. The required usable fuel for pre-flight
calculation should be as indicated in points (b)(1) or (b)(2), whichever is greater:
1. (1) the sum of:
1. (i) taxi fuel;
2. (ii) trip fuel from the departure aerodrome to the isolated aerodrome via the PNR;
3. (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme;
4. (iv) additional fuel, if required, but not less than:
1. (A) for aeroplanes with reciprocating engines, the fuel to fly either for 45 minutes plus 15 % of
the flight time planned for cruising or for 2 hours, whichever is less; or
2. (B) for turbine-engined aeroplanes, the fuel to fly for 2 hours with normal cruise consumption
above the destination aerodrome, including the FRF;
5. (v) extra fuel if there are anticipated delays or specific operational constraints; and
6. (vi) discretionary fuel, if required by the commander; or
2. (2) the sum of:
1. (i) taxi fuel;
2. (ii) trip fuel from the departure aerodrome to the fuel ERA PNR aerodrome via the PNR;
3. (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme;
4. (iv) additional fuel, if required, but not less than:
1. (A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or
2. (B) for turbine-engined aeroplanes, fuel to fly for 30 minutes at holding speed at 1 500 ft (450
m) above the fuel ERA aerodrome elevation in standard conditions, which should not be less
than the FRF;
5. (v) extra fuel if there are anticipated delays or specific operational constraints; and
6. (vi) discretionary fuel, if required by the commander.
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NCC.OP.105 Specification of isolated aerodromes – aeroplanes
For the selection of alternate aerodromes and the fuel/energy planning and in-flight re-planning policy, the operator
shall not consider an aerodrome as an isolated aerodrome unless the flying time to the nearest weather-permissible
destination alternate aerodrome is more than:
3. (a) for aeroplanes with reciprocating engines, 60 minutes; or
4. (b) for turbine-engined aeroplanes, 90 minutes.
NCC.OP.151 Destination alternate aerodromes – aeroplanes
For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in
the flight plan, unless:
(a) the available current meteorological information indicates that, for the period from 1 hour before until 1 hour after
the estimated time of arrival, or from the actual time of departure to
1 hour after the estimated time of arrival, whichever is the shorter period, the approach and landing may be made
under visual meteorological conditions (VMC); or
(b) the place of intended landing is designated as an isolated aerodrome and:
1. (1) an instrument approach procedure is prescribed for the aerodrome of intended landing; and
2. (2) available current meteorological information indicates that the following meteorological conditions will
exist from 2 hours before to 2 hours after the estimated time of arrival:
1. (i) a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument
approach procedure; and
2. (ii) visibility of at least 5,5 km or of 4 km more than the minimum associated with the procedure.
SPO.OP.105 Specification of isolated aerodromes – aeroplanes
For the selection of alternate aerodromes and the fuel/energy planning and in-flight re-planning policy, the operator
shall not consider an aerodrome as an isolated aerodrome unless the flying time to the nearest weather-permissible
destination alternate aerodrome is more than:
1. (a) for aeroplanes with reciprocating engines, 60 minutes; or
2. (b) for turbine-engined aeroplanes, 90 minutes.
‘MINIMUM FUEL DECLARATION
4. (d) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been reduced
to a specific aerodrome of intended landing. It also informs the ATC that any change to the existing clearance
may result in landing with less than the planned FRF. This is not an emergency situation but an indication that
an emergency situation is possible, should any additional delay occur.
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