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188 Cards in this Set
- Front
- Back
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IFR Privileges and Limitations |
Pilot an aircraft as PIC or Co-pilot (MCC required) under the IFR or by night under the VFR |
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Approach Recency Requirements |
3 Approaches in the last 90 Days 1 2D Approach in 90 Days 1 3D Approach in 90 Days 1 CDI Approach in 90 Days 1 Azimuth Approach in 90 Days |
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Aircraft Category Recency |
Fly 1 Approach in the last 90 Days in the Category of Aircraft |
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Single Pilot IFR Recency |
In the last 6 months fly 1 hour single pilot under the IFR in an aircraft or approved simulator including 1 approach |
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Circle to Land Recency |
To conduct a circle to land i flight must have conducted a circle to land in the most recent IPC |
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IPC Currency |
IPC valid to the last day of the 12 month conducted, if conducted within 3 months of expiry the same expiry date is valid |
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Aircraft Lightning Requirements |
Anti-collision (Beacon/ Strobe) Position lights (wings 110°, tail 140°) Landing light (x2 for pax charter) Shock proof torch for each crew member Pilot and passenger compartment lights Instrument lights with intensity control |
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LLZ landing minima when HIAL not available |
Add 900m visibility to minima |
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Max Speed for Circling Approach - Cat B |
135 KIAS |
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Max Holding Speed below FL140 |
230 KIAS 170 KIAS (when restricted you only cat A and B) |
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Max Holding Speed between FL140 - FL200 |
240KIAS |
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Max Holding Speed above FL200 |
265 KIAS |
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Visual approach by day |
Within 30nm 5km visibility Sight of ground or water Not below CAR 157 (low level) In CTA maintain cleared track till 5nm and 500’ above Airspace LL |
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How does the Proline 21 meet the minimum equipment requirements without a rate of turn indicator |
A third attitude indicator capable of 360° flight in pitch and roll |
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What TSO standard does the proline 21 meet |
TSO-C145b |
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What are the minimum airport lights required to operate at night |
Runway edge lights Threshold lights Illuminated wind indicator Obstacle lights Taxiway (RPT) Apron (RPT) |
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When can you enter directly into an approach without conducting a sector entry or hold? |
Within 30° of the initial approach track Within the capture regions on an RNAV When being radar vectored (will normally intercept at an angle less than 45° and at least 2nm before the FAF) Conducting a reversal procedure From a DME arc |
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What are the 2 reversal procedures |
80°/ 260° OR 45°/ 180° |
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Requirements to use less than 1200m ILS minima |
Coupled AP or Hand flown on Flight Director or HUD HIEL Failure warning system of the primary attitude indicator and heading indicator |
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What is the minimum required climb gradient in a missed approach and how much obstacle clearance is assured? |
2.5% and 100’ |
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When can you descend below LSALT/ MDA? |
Day VMC Visual Approach DGA IAP Radar vectored |
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VMC Class G |
Below 3000’ or 1000’ AGL - Clear of Cloud, Sight of Ground or Water and 5km Visibility Below 10,000’ - 1000’ vertical separation, 1500m horizontal separation and 5km visibility Above 10,000’ - same separation with 8km visibility |
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Autopilot requirements for IFR |
Required for all Part 135 Operations under the IFR or NVFR. Capable of Height and Heading Hold. May only be inoperative if flight is conducted in Day VMC. |
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When must a missed approach be conducted |
The integrity of the aid is lost or suspect After the FAF the aircraft is not maintained within its tracking tolerance Meteorological minima not met at the MAPT or DA Loss of visual reference whilst conducting a circle to land |
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How is a missed approach conducted if visual reference lost whilst conducting a circle to land |
Make a climbing turn to over the landing runway then establish the aircraft on the missed approach |
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When are AD lights to be available? |
10 min before take off till 30 min after 30 min before landing till taxi complete |
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Missed approach procedure due loss of RAIM |
If RAIM restored (because goes from LNAV to TERM) continue use of GPS If loss of RAIM still present utilise alternate tracking guidance (eg, VOR/ NDB) or DR required |
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What is the difference between a FAF and FAP? |
A final approach fix is on a 2D approach. A final approach point is on a 3D approach and requires crosscheck between altimeter and vertical guidance. |
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Approach gradients for a NPA |
After the FAF: Normal 3° Max 3.49° (3.72° when limited to Cat A and B) |
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ILS Landing minima when HIAL not available |
1500m |
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Straight in Approach Visibility |
Calculated as the distance from the threshold to where the slant angle of the approach intersects the MDA plus 160m |
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Take off minima for qualifying AC |
0’ ceiling 550m visibility if runway centreline markings, edge lights spaced 60m and have 1 second stand by power change over, CTAF(R) by day only or CTR by day or night. 800m visibility if requirements not met. |
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Circle to land procedure by day (cat B) |
Within circling area (2.66nm) Maintain visibility along flight path (2.4km) IAS below 135kts Visual contact with landing environment (threshold, lights, gable markers etc) Not lower than MDA until intercepting a normal approach path OR maintain a minimum of 300’ obstacle clearance (sight of ground or water) till established on final |
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Visual approach by day |
Within 30nm 5km visibility or the AD in sight Sight of ground or water Not below CAR 157 (low level) In CTA maintain cleared track till 5nm and 500’ above Airspace LL |
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Vref - Cat B |
91 - 120KIAS |
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Final approach speed - Cat B |
85 - 130 KIAS |
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Initial Approach Speed including Reversal - Cat B |
120 - 180 KIAS 140 KIAS (Reversal) |
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Max Speed in Missed Approach - Cat B |
150KIAS |
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When is visual circling permitted in the ‘no circling’ area? |
Only by Day in VMC |
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On a reversal procedure for which a FAF is not published when must speed be established? |
Prior to commencing descent on the inbound track |
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Between what altitudes does RVSM apply |
FL290 - FL410 |
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Max Speed Class D |
200KIAS within 4nm of AD and at or below 2500’AAL 250KIAS elsewhere |
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Max speed Class E and G |
250 KIAS below 10,000’ AMSL |
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What area does a TAF cover |
8km radius of the AD, recently changed from 5nm in AIP SUP |
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What is the standard required climb gradient of a SID? And what is the minimum obstacle clearance gradient? |
3.3% Climb Gradient Obstacle Clearance 0.8% |
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Runway Visual Range (RVR) v Runway Visibility (RV) |
RVR is observation based solely by instrumentation RV is provided by a ground observer |
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Significance of FAF/FAP |
Approach and Speed Stabilised LNAV or Altimeter/ Glideslope Check Rates of Descent not greater than 1000fpm If AC flown out of tolerance after this point MAP must be conducted |
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Qualify AC climb performance below 5700kg |
Minimum 1.9% single engine (failure of the critical engine) Must be equal or greater than published in AIP
0.3% above obstacle free zone no longer exists |
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Can you depart without a forecast |
Yes, provided the PIC is satisfied the weather will permit safe return within 1 hour and a forecast is obtained within 30 min |
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The forecast for destination and alternate must be valid for what periods? |
30 min before and 60 min after planned ETA |
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TAF3 |
Valid for 3 hours unless stated otherwise. Some ADs don’t provide 24 hour services and will note to use the TAF after .... No buffer periods required on FM and BCMG PROB's can be ignored |
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Appendix 5: Max flight hours in 168 hours (7 days) |
50 |
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Appendix 5: Max flight hours in 28 days |
170 |
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Appendix 5: Max flight hours in 90 days |
450 |
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Appendix 5: Max flight hours in 365 days |
1200 |
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Appendix 5: How can you reset flight hour limits to zero |
7 consecutive days off duty resets the week, month and 3 month limits
28 consecutive days off resets the 365 day limit |
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Appendix 5: Max FDP extensions and requirements for doing so |
FDP can be extended by up to 4 hours if PIC considers fit to do so Requires off duty period must be extended by 1 hour for every 30 min or part thereof extended |
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Required off duty period between shifts |
8 hours if inclusive of 2300-0529 Or 10 hours |
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Appendix 5: Max FDP starting between 0500-0659 |
11 hours |
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Appendix 5: Between what times can you commence work and have a FDP of 12 hours |
0700 - 1159 |
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Appendix 5: When commencing a FDP between what times are you limited to 10 hours |
1500 - 0459 |
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Appendix 5: FDP limits on S1 and S2 shifts |
S1 12 hours, 11 if called early or after midday S2 max 10 hours |
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Passenger briefing format |
NITS: nature, intentions, timeframe, special instructions |
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Inflight ATC signal a constant green light |
Cleared to land |
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Inflight ATC signal a flashing green light |
Return for landing |
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Inflight ATC signal a flashing red light |
Airport unsafe, do not land |
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Inflight ATC signal a constant red light |
Give way, continue circling |
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On the ground ATC signal a constant green light |
Cleared for take off |
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On the ground ATC signal a flashing green light |
Cleared for taxi |
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On the ground ATC signal a constant red light |
Stop |
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On the ground ATC signal a flashing red light |
Taxi clear of runway |
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On the ground ATC signal a flashing white light |
Return to starting point on airport |
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On the ground or in the air ATC signal an alternating flashing red and green light |
Exercise extreme caution |
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Initial actions following a comms failure |
Squawk 7600 Transmit blind Listen out on ATIS and/or voice modulated navaids |
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Comms failure: if received an altitude restriction or clearance limit |
Climb to assigned level or MSA/LSALT if higher, maintain for 3 min then continue to planned altitude and route Hold at nominated location for 3 min then continue to planned altitude and route |
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Comms failure: If being radar vectored |
Maintain last assigned vector for 2 min then proceed with latest ATC clearance |
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Comms failure: If holding |
Fly one more complete holding pattern and then continue with latest clearance |
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Navaid order of precision |
LLZ, GNSS, VOR, NDB |
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When being vectored to intercept the final approach ATC will aim to... |
Established 2nm before the final approach fix and at an angle of 45° or less |
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How many satellites are operational in the GPS system at any one time |
The constellation consists of 27 satellites however only 24 are used at any one time |
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Difference between RNAV and RNP |
RNAV has no integrity monitoring RNP requires onboard integrity monitoring (RAIM receiver autonomous integrity monitoring) |
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RAIM values at different phases of flight |
ENR - RNP2 (2nm) TER - within 30nm of departure or destination (1nm) APP/ LNAV/ VNAV - must be confirmed before passing the FAF (0.3) |
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What is SBAS and how does it work |
WAAS (wide area augmention system), geostationary satellites at 40,000km communicate with a ground station and then are able to send known errors to aircraft for more accurate position |
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What is GBAS |
Allows GLS, currently to CAT 1 ILS minimas. Can serve 26 AC at one time. Ground station sends GPS correction signals similar to SBAS but a much smaller area is covered and therefore more accurate. |
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What’s the difference between a RAIM loss and a RAIM warning |
“RAIM not available” will occur when there is not enough satellites to provide integrity. Doesn’t necessarily mean it is inaccurate. Can continue use however cross check with other means. “RAIM Position Warning” will occur when there is sufficient satellites however the position error is greater than tolerance and in this case GPS information will be flagged |
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Prior to conducting a STAR or SID what RNP values must be met |
RNP1/ TER |
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If RAIM is lost. When must ATC be notified |
After 5 min or if ATC request a distance or give a clearance limit. In Dead Reckoning Mode for Greater than 1 min. Anytime within the TERM phase of flight. |
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Separation minima between aircraft for take off |
Preceding aircraft has passed the upwind threshold or commenced a turn For runways greater than 1800m is airborne and 1800m ahead |
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Separation minima between aircraft for landing |
Aircraft has landed and exited runway On a cross runway, landed and passed the intersection or holding short Taking off and commenced a turn or beyond the point where my landing is expected to finish |
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If cleared for an IAP but the frequency is to congested or has failed at what point should transfer be made without instruction |
No earlier than 4nm from touchdown |
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If given frequency change instruction immediately prior to take off when should pilots automatically transfer? |
Transfer should be made as soon as practical after take off preferably within 1nm |
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Mercy flight requirements |
Only to relieve a person from grave or imminent danger Must not be able to achieve same outcome through alternate means Must limit crew to minimum Crew or occupants must not be exposed to undue hazard May only declare if breaking a law, regulation and not declared if exemptions can be obtained. |
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Stabilised Approach criteria |
1000’ in IMC or 500’ in VMC AC configured Max 1000FPM Max 130KIAS, not less than vref AC within vertical and lateral tolerance and only small corrections to maintain |
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Alternate requirements due lighting |
PAL requires a responsible person plus STBY or portable Portable requires a responsible person, however legally doesn't require an alternate. Alternate due PAL doesn't require responsible person if 2 x VHF or VHF and HF with 30 min holding Alternate doesn't require STBY power or STBY portable lights |
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How much fuel must be carried to disregard the alternate requirements for AD lights |
Holding Fuel for first light plus 10 min at the destination |
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Alternate Requirements due weather, not special alternate... |
No TAF provided, forecast is PROV More than demonstrated crosswind More than SCT below the alternate minima (500' above CTL MDA) Visibility less than alternate minima (2km above CTL minima = 4.4km) |
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Requirements to use special alternate minima |
AC needs duplicate systems capable of conducting ILS (2 x LLZ and GS) and a combination of 2 GNSS or DME. ATC and met reporting services (METAR/ SPECI, AWIS, ATIS) If any aid or met service is not available NOTAM will be issued to use normal alternate minima. |
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Alternate requirements at AD with no IAP or AC/ Pilot not capable |
By night an AC below 5,700kg may plan to an AD without an IAP but must carry an alternate By night an AC above 5,700kg must not plan to an AD without an IAP but may continue if aid fails providing sufficient fuel is carried for an alternate with a working IAP. By day an alternate must be carried if destination AD doesn't have an IAP and weather for last route segment more than SCT below 500' above LSALT and less than 8km visibility |
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Calculating LSALT via DR |
An area 20% of the distance from the last positive fix plus a 5nm buffer |
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Calculating LSALT using navaids for tracking guidance |
10.3° either side of track out to 50nm from track plus a 5nm buffer Can converge if destination or enroute fix served by navaid and within rated coverage at no less than 10.3° |
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Calculating LSALT when not using a navaid for tracking guidance |
15° either side of track out to 50nm from track plus a 5nm buffer |
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When can a published LSALT be used |
Only when RNP 2 capable otherwise pilot calculated LSALT must be used |
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LSALT for RNP2 |
5nm either side of track |
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What is the minimum possible LSALT? |
1,500' due lack of data concerning terrain near sea level |
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How is pilot calculated LSALT determined regarding highest obstacle and terrain? |
If the highest obstacle is greater than 360' LSALT is calculated by adding 1000' If highest obstacle is less than 360', the LSALT is calculated by adding 1360' to the highest point of terrain If no obstacle is chartered 1360' must be added to the highest point of terrain |
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On recieving instructions to change levels or turn to an assigned heading, how long do you have to comply with instructions |
Turn must be made immediately Climb or descent should be made as soon as possible but not later than 1 min |
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On departure what is the latest point at which the outbound track should be intercepted |
5nm |
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What is the maximum offset from the runway centreline for a straight in IAP? What other requirements need to be met? |
30° for Cat A and B 15° for Cat C and D If offset must intercept CL by 1400m Greater obstacle limitation surface restrictions needs to be met, otherwise only CTL RWY light spacing of 60m however can be up to 100m provided minima is not less than 1.5km and there is no external lights that may cause confusion RWY width minimum 30m with strip width of 90m Wind indicator (lit for night) at the threshold or ATIS/ AWIS |
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What traffic services are provided in Class G |
IFR to IFR traffic information and where available IFR to VFR information |
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What traffic services are provided in Class E |
IFR to IFR separation and IFR to VFR information |
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What traffic services are provided in Class D |
IFR to IFR and IFR to SVFR separation and IFR to VFR information |
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What traffic services are provided in Class C |
IFR separation from all other AC |
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Wake turbulence separation: Light to medium, heavy and super (time and distance) |
light to medium: 3 min, 5nm light to heavy: 3 min, 6nm light to super: 4 min, 8nm |
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Rated VOR coverage |
Below 5000' = 60nm 5000' - 10,000' = 90nm 10,000' - 15,000' = 120nm 15,000 - 20,000' = 150nm Above 20,000' = 180nm |
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VOR Errors |
AVGAS: Aircraft Equipment Error - Receiver calibration error Vertical Polarisation - banking causes offset antenna Ground Site - Errors with the calibration of the ground station Aggregate Error - the combination of all errors Scalloping, Bending - due to terrain |
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NDB Errors |
MINTCHATQ: Mountain Effect Interference or Co-channel Error Night Effect Terrain - Sandy surface vs Water Coastal Refraction Height Effect Aggregate Error Thunderstorm Effect Quadrantal Error |
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When is Clear Icing most likely to form? |
Between 0° and -15° in larger cumulus cloud with larger water droplets |
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When will Rime Icing form? |
Anywhere between 0° and -40° but most likely between -10° and -20° |
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What could lead to Frost forming on the Aircraft in flight? |
Descending from subzero with a freezing airframe into water moist air or climbing through an inversion |
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Black Hole Effect |
Approach over water, night without lights or featureless terrain will lead to lack of visual cues used to judge height. This will lead to appearing as though you are higher than you actually are and can lead to a low approach and possible undershoot. |
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Autokinesis |
This can occur with a singular light at night, the lack of features for perspective can lead to the light appearing to move. This is caused by involuntary saccadic eye movement. |
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Somatogravic |
This is a false climb illusion, due to the conflicting messages of linear acceleration and pitch. This can lead the pilot to feel as though the AC is over pitched, as a result the pilot pushes the nose down, this results in further acceleration which leads to further messages of pitching up |
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What components of the inner sense motion |
Vestibular Apparatus is made up of 3 semi cicular canals that sense roll, pitch The Otilith organ senses linear acceleration (vertical and horizontal) the the utricle and the saccule |
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Coriolis Illusion |
The coriolis illusion is caused by making rapid head movements, this creates the fluid in the inner to move and sense motion and can lead to a tumbling sensation and disorientation |
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The Leans |
This is can by created in 2 ways: Entry into a turn is so slow the inner ear doesn't sense this and therefore feels as though the AC is still SnL A turn is maintained for long enough that the fluid in the inner ear stabilises and now feels as though the AC is in SnL |
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Vertigo |
This can be caused by doubt in visual interpretation, strobes in cockpit, sun through propellor or rotor blade. Can lead to dizziness, nausea, headaches, confusion and disorientation |
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Eye: Rods vs Cones |
Cones are more centrally located and require higher light levels, are responsible for our colour vision and provide much higher spatial acuity. Rods are located on the outer ring of the retina away from the fovea. They are responsible for our peripheral vision and function much better in low light, they are not capable of distinguishing colour. |
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Explain Night Vision |
Rhodopsin, a protein located in the rods takes approximately 30-45 min to adjust to darkness. This is what allows our rods to absorb light. Exposure to bright light immediately photobleaches and breaks down rhodopsin |
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Speed Restrictions: Class D |
Not above 200KIAS within 4nm of AD and at or below 2500' AAL Elsewhere 250KIAS |
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Speed Restrictions: Class E and G |
250KIAS below 10,000' |
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Definition of CAVOK |
Visibility greater than 10km Nil cloud below 5,000' or the 25nm MSA if higher No CB or TC Nil significant weather |
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Class E Airspace Layout |
LLA085 - Within the J-curve (from Cairns to Adelaide) and within Primary Radar Coverage LLF125 - Outside Primary Radar |
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In Class G when is IFR traffic information given |
When AC within 15nm of each other Within 1000' (2000' if severe turbulence forecast) Arriving or Departing an AD less than 10 min apart |
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VMC - Class C |
1,500m horizontal and 1,000' vertical separation from cloud 5km visibility or 8km above 10,000' |
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VMC - Class D |
Must be at least 1,000' above and 500' below cloud with 600m horizontal separation 5km visibility |
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At a Controlled Aerodrome, what requirements exist for a partial runway lights failure. (Double spacing ie, now spaced 120m instead of 60m) |
Visibility for Landing Minima must be increased by a factor of 1.5 |
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Under basic operation how many GPS Satellites are required to give a position? |
4 The concept of triangulation will not work with GPS unless the reciever is fitted with an atomic clock, a 4th satellite is required to provide time correction and a 3D position |
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How many Satellites are required to provide fault detection (FD - RAIM)? |
A minimum of 5 4 satellites will provide a position and a 5th will confirm they are all saying the same thing |
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How many satellites are required to provide fault detection exclusion? |
6 This is enough satelittes to provide a position, confirm all satellites are saying the same thing and if one isn't remove its data and still have FD |
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On departure what is the latest point which your outbound track must be intercepted? |
5nm |
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Below what temperature must an instrument correction be applied to a DA? |
ISA-15° |
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What is the order of preference for QNH and what restrictions exist with each? |
Actual - ATIS, AWIS - only used for 15min Forecast - add 100' to minima Area - add 150' to actual or 50' to forecast minima |
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What are the navaid tracking tolerances? |
VOR - Half Scale (5°) NDB - 5° DME - 2nm LOC/GS - Half Scale (Full Scale 2.5°/0.7°) GPS - Half Scale |
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What CDI Scale is Used for an ILS? |
Localiser - Full Scale 2.5°, 0.5° each dot Glideslope - Full Scale 0.7°, 0.14° each dot |
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When conducting an approach with a reversal procedure, when can a descent be commenced? |
The descent on the outbound leg can be commenced when passing the fix and established on the outbound track or commenced a turn to intercept. The descent on the inbound leg can not be commenced till established on track. |
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What are the minimum documents to be carried on board a flight? |
POH GPS POH Maintenance Release Licence Medical Minimum Equipment List Photo ID Required Aeronautical Charts |
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ILS false glideslopes and course reversal |
Due to the outerlobes transmitted, a false glideslope may be experienced at 6° and nearly always at 9°. This can lead the AC to pitch up when already high on approach. The same can be experienced with the localiser having false courses outside 35° and sometimes as close as 20° For this reason we never intercept from above and utilise vectoring or lead in waypoints such GPS, NDB locators or STARS
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DGA manoeuvring |
You can manoeuvre the aircraft within a sector above the sector altitude prior to passing the FAF (generally 5nm), once passed the FAF a constant track to the aid must be maintained till visual |
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At the FAP on an ILS you conduct an Altimeter check and notice a discrepancy. What could cause this and what actions should be taken? |
QNH set incorrectly Temperature Variation - below ISA-15° correction made Pressure Error Correction Altimeter sitting at limit of serviceabilty - 60'/75' If explained may continue, if not explained must discontinue ILS, may continue on LLZ however consider cause may require a MAP |
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Altimeter Accuracy - IFR Preflight |
Against a known QNH and Elevation the altimeter should read accurately to 60', if the altimeter error is greater than 60' but less than 75' flight may be continued to a destination where it can be rechecked. If the error is out again by more than 60' this altimeter is unserviceable. If the altimeter error is greater than 75' at the first AD the altimeter is unservicable. If 2 altimeters are required for the flight, at least 1 must read accurately to within 60' |
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Alternate requirements due IAP/Navaids |
For Charter the AC must be capable of conducting at least 2 approaches, meaning either 1 aid/IAP on the ground and AC fitted with 2 recievers or 2 aids/IAP on the ground and AC fitted with 1 of each. For AWK the AD and AC must be capable of cunducting at least 1 approach If no IAP - More than SCT below 500' above LSALT and 8km visibility. At night an IAP is req'd regardless of weather. |
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Night Approach to AD without IAP |
An Alternate must be carried regardless of the weather The AC must be positioned for descent within 3nm of the AD with the AD in sight, in sight of ground or water, 5km visibility and clear of cloud |
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Night Visual Approach |
Within the Circling Area (2.66nm), AD in sight, in sight of ground or water, clear of cloud and 5km visibility 5nm established on Final above the GP of PAPI 7nm on the PAPI when RWY fitted with ILS 10nm within FULL scale deflection of the LLZ not below the glidepath (14nm RWY Left at SY - 34L/16L) |
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A MAP must be executed if: |
After the FAF, the AC is flown out of tolerance Below the MSA/LSALT the aid becomes suspect or fails At the DA/MDA you don't become visual with the landing environment or don't meet the met minima Visual contact is lost whilst conducting a CTL |
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Descent below SI MDA |
The AC maintains constant visual contact with the landing environment The meteorological minima is met Normal manoeuvres and constant rate of descent is made to position the AC for landing within the intended touchdown zone |
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Assessing visibility using HIAL |
Bars are spaced by 150m and generally have 5 bars to equal 900m (no bar at the ends of the HIAL) |
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In terms of Path what is the difference between PAPI and T-VASIS? |
PAPI gives varying approach angles to a constant touchdown point (0.25° variation between lights) T-VASIS will give a 3° approach to varying touchdown points/ threshold crossing heights (Approx 20' variations in lights) |
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What is a qualifying AC for reduced take off minima? |
Multi Engine Single Pilot Jet or Propeller with autofeather or Multi-Crew Above 5,700kg - meet CAO 20.7.1b Below 5,700kg - 1.9%SE climb |
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Minimum Equipment Requirements for IFR Charter |
2 x AH 2 x ALT (accurate to 60') ASI DI VSI TC (but only balance if 3rd AH with 360° pitch and roll) Compass Clock (accurate to 30 seconds) OAT |
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Requirements to operate IGW |
Maximum 8 POB CVR and FDR Raisbeck High Flow Gear Engine Fire Detection and Extinguisher 11,000lb ZFW Meets 20.7.1b - APG |
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SOP single engine MDA, minimum single engine go around height |
400’ |
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What requirements exist when using an AD with PAL as an alternate for lighting |
Responsible person not required if 2 x VHF or 1 VHF and 1HF plus 30 min holding STBY power and portable lighting not required |
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Decision Making Model |
Recognise - We have a problem Control - AP (Mode) or HF Contain - P+A+C=P Safe Flight Diagnose - Minimum 3 indicators Decide - Phase 1 Review - Phase 2, NITS, Plan Monitor - Continue cycle |
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When does GPS change from TERM to ENR |
Over 1 min at 30nm |
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When does GPS change from TERM to APP |
2nm for the FAF |
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Use of Seatbelts |
At least 1 flight crew must have seat belt secured at all times. When seated at a flight station, crew must be secured and all stations must be occupied for take off and landing. |
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Multi-engine emergency |
If an emergency occurs that may threaten the safety of the aircraft or POB, a landing MUST be made at the nearest suitable AD. Considerations; nature of emergency, condition of available engine, populous areas, AD services, WX, fuel, weight and cargo on board, altitude and terrain. |
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Preserving Flight Data and Cockpit Voice Recordings |
In the case of an IRM the recordings must be preserved until 72 hours after the event has been reported or until the ATSB notifies they are not required, which ever occurs first. This is required on all aircraft fitted with devices whether mandatory or not. |
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RAIM unavailable for approach |
Approach not to be conducted if loss of integrityforecast for greater than 5 min at time of approach |
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SBAS GNSS outside coverage |
If SBAS capable GNSS but outside coverage must regularly check RAIM |
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Use of anti collision lights |
Beacon to be on prior to engine start till engine shut down complete Strobes to be on entering the RWY and left on till clear, including inflight and crossing a runway. |
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Altitude Alerting System |
Required for PXS turbine AC in any airspace. Must include an indicator and an aural warning when approaching or deviating selected altitude. |
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Wind allowance for performance calculations |
Are to use a maximum of 50% of Headwind and a minimum of 150% of Tailwind. |
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Maximum interval between positive fix |
After making allowance for a tracking error of 9deg must fall within the rated coverage of a suitable navaid. Calculated by multiplying rated coverage by 6.66 No more than 2 hours. |
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Fuel Required |
30 min fixed reserved Part 121/135 - 5% variable reserve Ops Manual - 10% variable reserve Additional fuel - following engine or PXS failure at most critical point, sufficient fuel to destination, alternate or departure and hold overhead at 1500AGL for 15 min |
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Use of synthetic vision (fusion or G1000) |
May be used at all phases of flight but not as a primary means of flight guidance |
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Use of Enhanced Vision (Infrared Cameras) |
May be used to identify wildlife on the runway but must be selected off prior to commencing take off. May be used in the cruise to identify cloud but must be selected off prior to transition. |
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Use of WX Radar |
- If TS or its associated turbulence forecast must be tested operational prior to take off. - On prior to take off but not to be monitored till AC cleaned up and established in climb. - PFD - 5 deg pitch up for take off, climb and descent and 1 deg up for cruise, range set to 100nm - MFD - range set to 25nm with tilt set to show ground return at outer range. - WX and HF not to be used in ground ops within 30m of refuelling. |
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Required navaids and approaches |
Part 135 AC - must be fitted with 2 GNSS or 1 GNSS and 1 VOR or ADF. Must be capableof continuing flight following the failure of any navigation equipment at anypoint in flight including being capable of conducting an instrument approach orpositioning the AC in a position a visual approach can be conducted. Simple English - minimum 2 navaids and 2 approaches, must be have a back up in the case of either ground or airborne failure. |
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When is WX Radar Required? |
Pressurised Turbine under the IFR or NVFR in passsenger or medical transport ops. May only be inoperative if no potentially hazardous weather is forecast or expected enroute. |
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Part 135 Proficiency Checks |
Required every 6 months +/- 30 days |
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Part 135 General Emergency Training |
Required every year +/- 90 days Use of life rafts if used, to be completed every 3 years. |
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Part 121 Line Checks |
To check normal day to day line operations. Required every 12 months, valid to the end of the month and can be completed within 3 months to maintain original expiry. |
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SE Performance below 5,700kg |
Take Off Climb Gradient to meet or exceed AIP published gradient but not less than 1.9% No longer require a 0.3% obstacle clearance. |
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Multi Engine carriage of Life Jackets |
Must be carried and easily accessible when beyond 50nm from land. Must have a whistle. |
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Multi Engine carraige of Life Raft |
To be carried and easily accessible when greater than 30 min or 100nm from land. An additional ELT to be carried in all life rafts. |
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Take off alternate |
Part 135 - weather conditions at departure airport won't allow a return to land (below landing minima or reducing) anytime in the next 60 min. Part 121 - forecast indicates below landing minima, 30 minutes before and after departure. Appropriate alternate carried within 60 min at SE cruise speed, ISA conditions and nil wind. (Approx 175nm). Not required for Medical Transport Ops however still require performance and fuel to reach an appropriate AP (effectively can ignore the 60min requirement) |
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Approach Ban - Low Vis, below 1,000' |
If RVR and ATC services available and the RVR is reported to be continually below the minima, descent below 1,000' is not permitted. May continue approach if notified after already passing 1,000'. Effectively only applicable to precision approaches, due to the RVR. |
