Exam 2017, questions and answers PDF

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Includes additional information from the IRT500 class notes uploaded. ...

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What do you need to depart IFR and transit to VFR IFR Departure: (IPM: page 128) ● ● ● ●

Take-off Minima are published on aerodrome charts for specific runway in the CAP; Standard take-off minimum is RVR 2600 and ½ SM visibility; Spec Vis are place at some airports where there is obstacles in the take-off path; Airports that have IFR approach will have a published departure procedure;

Take-off Criteria: (IPM: page 128) ● ● ●

Require 35 ft AGL crossing departure end of runway; Climbing gradient 200 ft/NM No turns below 400 ft AAE

Depart VFR to IFR: (IPM: page 127) ● Pilots departing VMC on an IFR flight plan must receive prior permission from ATC unit and request IFR clearance in the air; IFR to VFR; (IPM: page 119) ● PIC may cancel IFR flight plan or change to VFR flight plan provided VFR weather minimums are in place; ● You are outside of Class A and Class B airspace; ● ATC will advise if you are operating in airspace where VFR is not permitted, because of airspace or weather conditions;

Rules for contact* and visual approaches (IPM: page 151) Contact Approaches: Is an approach wherein a pilot on an IFR flight plan, having an ATC authorization, operating clear of clouds with at least 1 NM flight visibility and a reasonable expectation of continuing to the destination airport in those conditions, may deviate from the instrument approach procedure and proceed to the destination airport by visual reference to the surface of the earth 1. PIC on IFR flight plan with ATC authorization; 2. ATC will authorize when Pilot requests, There must be an approved Instrument Approach Procedure, and traffic conditions permit; 3. Operating clear of cloud with 1NM visibility; 4. Pilot ensures at least 1000’ above obstacles within 5NM until aircraft is on the published approach procedure or the required visual references are met; 5. Must be familiar with local area (obstacles, terrain, airspace); 6. PIC responsible for terrain/obstacle/airspace clearance;

7. ATC will provide IFR traffic separation Visual Approaches: Is an approach wherein a pilot on an IFR flight plan, operating in VFR weather conditions under the control of an ATC facility and having an ATC authorization, may proceed to the airport of destination in VFR weather conditions 1. Reported ceiling is at least 500’ above the minimum vectoring altitude and ground visibility is at least 3 SM 2. Has the field in sight 3. At a controlled airport: pilot has aircraft in sight (ATC will instruct to follow or maintain visual separation from aircraft), if pilot has field but not the aircraft in sight (ATC will provide separation) 4. Pilot will provide his or her own wake turbulence separation 5. Aircraft on missed visual approach are considered as operating under VFR (Contact ATC for new IFR clearance if proceeding in IMC, or remain clear of cloud and land)

Why are SIDS in place, and why are they rarely cancelled, and if ATC wanted to cancel what is the procedure? (IPM: page 126, 230) SID - Standard Instrument Departures : ● PILOT NAVIGATION SIDS, pilot is required to use the chart as reference for navigation to the enroute phase ● VECTOR SIDS, ATC provides radar navigational guidance to a filled/assigned route or to affix depicted on the chart SIDS and departure procedures provide terrain clearance if followed correctly, and any ‘ad hoc’ (formed, arranged) departure by the pilot may not provide adequate terrain clearance When flight plan altitude is not available, ATC may cancel the SID, provided the aircraft is assigned an operationally suitable altitude in the event of a communication failure. SIDS decrease workload for ATC - quote Alwy SID is cancelled only when ATC advises “SID cancelled”, even if both the heading and altitude have been changed 2 things to note about Communication Failure procedures in SIDs: 1. Not all SIDS have Comm Fail procedures 2. In high performance aircraft, following published procedures to the letter could result in a CFIT accident

GNSS approaches are often built like ‘L’ but are sometimes more slant

TS0 129 rules over WAAS TSO C129: ● ● ● ●

If one satellite outage during a time period of flight ETA; RAIM availability requirement satisfied; If one or more satellite unavailable PIC must determine if approach-level RAIM will be available by using RAIM procedure software; +/- 15 minute no more than that for outage;

WASS: ●

Calculate the ETA at the alternate following a missed approach at the destination

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Check the National (CYHQ) NOTAM file for WAAS NOTAM system failures

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Check the FIR NOTAM files for widespread WAAS outages

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Check the aerodrome NOTAM file for the chosen alternate to ensure that LNAV will be available

GPS has 3 operating modes: Enroute, Terminal, Approach GNSS Operating Mode

RAIM Alert Limit

CDI Sensitivity

Enroute

2 NM

5 NM or 2 NM

Terminal

1 NM

1 NM

Approach

0.3 NM

0.3 NM

Radio work, flying into mandatory calls into MF zones (non tower airports)

Full position report - what is required (IPM: page 130) CFS sets out the requirements for an IFR position report as follows: 1. Callsign

2. 3. 4. 5. 6. 7. 8.

Position Time over in UTC Altitude/FL Type of flight plan/itinerary (IFR) Next reporting point and ETA Next succeeding reporting point Additional information requested by ATC or deemed necessary by the pilot Departure/Arrival* reports

Reporting Procedures for IFR Aircraft Operating at an Uncontrolled Aerodrome: ●

Monitor 126.7 MHz & report: Over NAVAIDS, Altitude changes, Prior to starting approach ● If a conflict with other IFR traffic exists: Delay change to MF or ATF until conflict is resolved, Otherwise make calls as previously discussed ● No straight-in approaches are permitted unless air-ground advisory is available ● 5 minutes before starting approach, with intentions & ETA ● Over fix outbound for procedure turn or when intercepting FAC if no procedure turn will be flown ● Passing the FAF or 3 minutes before landing, if no FAF (Final Approach Fix) ● On final approach ● Commencing a circling procedure ● In the missed approach ● In VFR conditions: IFR aircraft do not have priority, Must comply with active VFR circuit ● If unable to comply: Establish and maintain appropriate communications with traffic Enroute: ● ● ● ● ● ● ●

Legend of the LO chart When are they not required? When PIC is informed they are “Radar Identified” In uncontrolled airspacE? Over NAVAIDS Printed on the back of the CFS Speed reports: If speed is different than filed, or PIC wishes to change speed, ATC must be informed: TAS changes by 5% or more, MACH 0.01 or more Altitude Report: PIC will report: When reaching altitude they have been cleared to, leaving an altitude, reaching a new altitude, changing to another frequency ATC uses this information for Mode C checks, considered accurate if altitude reported is within 200 feet of the Mode C readout

IFR alternates - cap Gen sliding (CAP GEN: page 29)

PA = ILS, LPV, PAR NPA = NDB, VOR (IPM: page 168) ● ● ●

Two or More PA; 400-1 or 200 - ½ One PA; 600-2 or 300-1 (Can slide scale) No PA; 800-2 or 300-1 (Can slide scale)

Slide Scale: ● ● ● ●

600-2 > 700-1½ 600-2 > 800-1 800-2 > 900-1 ½ 800-2 > 1000-1

Review missed approaches for circling (IPM: page 176) ● ● ● ●

Commence climb to missed approach altitude; Normally turn toward the centre of the airport; Follow the missed approach procedure for the instrument approach you just flew from as close to the MAP as possible; Use local knowledge and chart symbols of terrain and obstacles to make a safe procedure;

Difference between ½* and not accessed (departure charts) Not assessed: ● ●

Airport not assessed for obstacles; Pilot must determine a safe departure procedure using minimum IFR altitudes, visual climb, MPA, maps, and knowledge;

½ *: ● ● ●

The asterisk symbolizes a special departure procedure You need to look it up in the CAP for that information Ensured obstacle clearance if procedures are followed

Low fuel and emergency Level 1 (minimum fuel): (IPM: page 193)

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A declaration that when reaching destination aircraft can accept little to no delay; Not an emergency, does not give you priority to ATC; ATC will try to accommodate as best they can; Indicates emergency may occur if any undue delay should occur;

Level 2 (Declare emergency): (IPM: page 194) ● ●

Fuel emergency that gives the aircraft priority to other traffic; ATS will give you full attention;

Cold WX Corrections

Communication Failure (IPM: page 194) Pilots can use cell phones ,sat phones or other onboard communication devices such as data link or sky phones if the normal communication methods fail. ATC phone numbers are listed in the CFS. 1. If COM failures occurs in VFR, maintain VFR and land as soon as practicable 2. Pilots with transponders when experiencing a two-way communications failure shall select 7600 3. If COM failure occurs in IFR or if VFR cannot be maintained, PIC shall continue the flight according to the following: A) Route: by the route assigned in last ATC clearance+acknowledged, direct route from point of com failure to the fix, route, airway specified in vector clearance, absence of an assigned route - by the route that ATC has advised may be expected , by the route filed in the flight plan B) Altitude (At the HIGHEST of the following for the ROUTE SEGMENT BEING FLOWN): Altitude assigned in the last ATC clearance, minimum IFR altitude, altitude ATC advised may be expected C) Descent for Approach: for the ETA filed or amended with ATC, the expected approach time last received and acknowledged The intent for which this event occurs is during any segment of a flight, be flown at an altitude that provides the required obstacle clearance.

If failure occurs while being vectored at a radar vectoring altitude which is lower than the appropriate minimum IFR altitude, PIC shall climb immediately and maintain the minimum IFR altitude until arrival at the fix, route or away specified in the clearance.

Airway (IPM: page 133) /Air Route Dimensions Airway - controlled low level airspace, extending from 2200’ AGL: Minimum altitude on an airway is normally the MEA, while the MOCA may be approved subject to the requirements above VOR Airway: minimum of 8 NM wide (4 NM either side of centerline) NDB Airway: minimum of 8.68 NM wide (4.34 NM either side of a centerline) There is a 2 NM secondary area either side of the airway with potentially zero obstacle clearance at the outer edge) Air Route - Class G airspace - extending from surface: same parameters as airway

Landing Minima (IPM: page 155) CARs specify that landings are governed by published DH/DA/MDAs. Aircraft on instrument approaches are prohibited from descending below DH/DA/MDA unless the required visual reference is established and maintained in order to complete a safe landing. If not - missed approach must be initiated.

RAC 8.5 review minimum IFR altitudes (obstacle clearance for each kind) Designated Mountainous Regions: (IPM: page 104) ● ●

Min IFR altitudes in designated mountainous regions, pilots maintain 1000 ft above min IFR altitude; IFR flights not using Min IFR altitudes or radar vectors, pilots must stay 2000ft above obstacles within 5 NM 1500 ft in Quebec and Maritimes;

Enroute Altitudes: (IPM: page 132) ● ● ●

Above FL290 4000 ft intervals 000-179 degrees ODDS, 180-359 degrees EVEN At or Above FL180 2000 ft intervals 000-179 degrees ODDS, 180-359 degrees EVEN Below FL180 2000 ft intervals

Holds (IPM: page 142) At or Below 14,000 ASL: Inbound time for 1 minute Above 14,000 ASL: Inbound time for 1.5 minutes Speed limitations: Propeller-driven aircraft (to 30,000’)

175 KIAS

Turbojet aircraft up to and including 14,000’

230 KIAS

Turbojet aircraft above 14,000’

265 KIAS

Jet aircraft while climbing

310 KIAS

Aircraft in a Shuttle (climb or descent)

200 KIAS

How altimeter works/what affects Altimeters error no more than +/- 50 ft If blockage Altimeter freezes at value Inherent Errors: (IPM: page 28)

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Position error; Scale Error is caused by the aneroids not assuming the precise size designed for a particular pressure difference; Mechanical Error caused by misalignment or slippage in the gears and linkages connecting the aneroids to the display, or in the shaft barosetting knob; Density error the correct altimeter setting only partially corrects this. Cold weather corrections should be applied when very cold. Hysteresis lag in altitude indications by the elastic properties of the materials, happens when aircraft initiates large changes in altitude. Reversal Error During abrupt changes in altitude Mountain effect winds cause pressure drops over peaks and valleys

Combination of extremely low temperatures and the effect of mountain waves may cause an altimeter over reading by as much as 3000’ (IPM: page 135) Minimum IFR Altitude (IPM: page 133) Minimum Enroute Altitudes (MEAs) MOCA - Minimum Obstruction Clearance Altitude - in non mountainous regions provides 1,000’ clearance above all obstacles lying within the lateral limits of an airway or air route segment MRA - Minimum Reception Altitude AMA - Area Minimum Altitude - indicates on enroute charts a safe altitude at which an aircraft can operate and maintain a 1000’ clearance over known obstacles and terrain within the delineated geographic area. 100 NM Safe Altitude - is published on approach plates to indicate the altitude which is 1000ft above the highest obstacle, in non-mountainous within 100 NM of the aerodrome. In mountainous areas is 1500ft in the East 2000ft in the west. TA - Transition Altitude - provides 1000’,1500’,2000’ obstacle clearance on a transition to an approach facility MVA-Minimum Vectoring Altitude- is used by ATC

Fixed card ADF interceptions Look up lead radials (tolerance of DME arches (no lower than 3500’) +/- 1 nm)...