Air Law 2: Procedures

Departures

Instrument Proceds

  • T/O VFR minima in CTR: Grnd Viz >5km OR Cloud Clng >1500ft
  • ATC Clearance Reqd prior to any IP!
    • Clearance has: Callsign, Limits, SID, Lvl (if diff from SID), SSR, other info
  • Plates reqd on AC, if not ATC can can read it out
  • MOC = 300m(1000ft) [600m in mountains!] based on highest obstacle in 5nm

  • SID: Std Instrument Proced.


    • Design Dictated by surrounding terrain!
    • All Engines running
    • Proced. Design Gradient (PDG): 3.3% unless otherwise stated
    • Pilot compensate for wind EXCEPT IF RADAR VECTORED!!
    • (EX)Obstacle clearance @ DER = 0

  • Str8 Departs


    • Track <15⁰ from runway
    • Track Guidance 20km(10.8nm) from DER

  • Turning Departs


    • Track >15⁰ from runway. Turn commenced on reaching a specified height
    • Track Guidance 10km(5.4nm) AFTER TURN COMPLETE
    • Str8 flight assumed til 120m(394ft) above DER & at least 90m MOC

  • Turning Departures Max Speeds


    • A =120, B= 165, C= 265, D=290

  • Omni-direction Departs


    • (EX) WHERE NO TRACK GUIDANCE PROVIDED!!

  • Published Info


    • MSA on plate out to 25nm
    • Each SID named and Proced. described
    • SIDs start @ DER end @ joining ATS route system
    • AC MUST HAVE: 2 VOR, 1 DME, 1 ADF

  • Use of FMS


    • SIDs can be downloaded & auto. depart completed HOWEVER pilot MUST monitor with reference to direct input data (raw data)

Approaches

Inst. App. Proced.

  • Design dictated by TERRAIN
  • Type of operation, AC, Type & siting of Nav Aids, Airspace restrictions
  • ATCU resp. for describing proced. if pilot unfamiliar UNLESS AC cleared for Str8-in app.
  • LEARN AC Catergories vs App. Speeds
    -> VAT = 1.23 * VS1G Vel. At Threshold
    -> A<90, B=120, C=140, D=165

EX: Min Sector Altitude(MSA) & Terminal Arrival Altitude (TAA)

  • Provide At least 300m(984ft) ObstClr within 25nm of app. NavAid. AC can only descend below IF:
    -> AeroD & terrain visible & will remain so
    -> AC is radar vectored
    -> AC flying a procedure
  • MSA quadrant on plate based on Mag Track

Completing Proced.

  • Once inst. proced. started it MUST BE COMPLETED AS PUBLISHED, even if flown visually!!
    -> Unless other instructions from ATC

Limitations

  • Limited if RVR below specified minimum:
    -> Non-Precn: Not <300m (1,000ft) AAL
    -> Precn: Not past outer marker
  • If RVR falls below limits AFTER passing the above then the app. may continue to DH/DA or MDH/MDA

Precision Procedures (Rwy app)

  • ILS CAT I/II/III, MLS & PAR (Precision App. Radar)
  • Gives azimuth & height above threshold
  • Protected Areas within 1/2 scale deflection of CDI, if out then missed app. proced.
  • Missed approach if @ DH/DA & reqd visual ref. not seen
    -> DA/DH calcs in OpsMan SET BY OPERATOR
  • Loss of G/S = NON-PRECISION app. or missed app.

Non-Precision (aerodrome app.)

  • VOR, NDB, Circling - VM(C), Glideslope out, SRA (Surv. Radar App.)
  • When no grnd eqpmnt can provide height data to AC
  • MDA/MDH (M = min) & Missed App. Pt (MAPt).
  • If @ MDA/H b4 MAPt then fly level til acquire visual ref. to land or hit MAPt for missed app.
  • AC MUST PASS OVER MAPt!!!

DH/DA, MDH/MDA: depends on AC category, set by operator


OCH/OCA (OC = Obstacle Clearance): Set by state

  • DH/A or MDH/A can never be < OCH/OCA
  • Non-precision ref from the Aerod elv. or the threshold if >7ft below aeroD elv.

ILS categories - LEARN TABLE!!
SYS MIN <> Min DH!!!!! min DH is AC dependent!!

  • CAT I - Press. Alt - Sys. Min 200ft(60m) DH>= 200ft (60M) - >= 550m
  • CAT II - Rad Alt. - Sys. Min 100ft(30m) DH 100-200ft (30M) - >= 350m
  • CAT IIIA - Rad Alt. - <100 (30M) or no DH - >= 200m
  • CAT IIIB - <50ft (15m) or no DH - >=50 to 200m
  • CAT IIIC - Radio Alt no DH limits, guidance Rwy & taxiway

Visual Approach

  • It's part of an Inst. App.
  • IFR flight can be cleared 4 Viz App. if:
    -> pilot can maintain visual reference to terrain
    -> OR ceiling is at or above approval approach level
    -> OR pilot reports at any time during inst. App. that met conditions allow a Viz App. and Lnding
  • It need not be VMC !!
  • EX: Separation shall be provided by ATC between cleared AC & other arrivals & departures
  • must still follow the profile of the instrument approach!!

Str8 In App.

  • For a non-precision approach is where FAT (Final App. Track) converges with the runway heading of : 30º or less

Established on NDB

  • 5º either side of FAT

Primary & Secondary Areas

  • Primary is 1/2 width of protected area (in middle)
  • Secondary = 1/4 either side or primary
  • Full obstacle clearance 300m (or 600m for mountains) is applied over the primary area, reducing to: ZERO at outer edges of secondary area

Approach Procedure Segments - LEARN DIAGRAM!!

  1. Arrival: Transition En-Route to App.
  2. Initial App: AC left en-route structure & enter instr. app. proced.
  3. Intermediate App.: AC’s speed & config adjusted to prep. for final app.
  4. Final App: Alignment and descent for landing made
  5. Missed App: Must be followed if app. cannot be continued

Accuracy of fixes

  • ILS Localiser BEST FOR: Track Guidance & Bearing
  • NDB BEST FOR: Overhead posn.

Visual Manoeuvring Circling (C)

  • The visual phase of flight, after completing an instr. app, to bring AC into posn for landing on a runway not suitably located for a straight-in approach
  • NON-PRECISION!!
  • Should there be obstacles within the VM(C)A, the whole area may be precluded

  • Why is Each VM(C) different?


    • Runway layout, FAT, Met Cnds

  • Missed App

  • The pilot will make a climbing turn towards the instrument runway and when overhead the aerodrome
  • Carry out missed approach specified for the instrument approach runway

  • Min viz in nm A = 1, B = 1.5, C = 2, D = 2.5 ignore E


  • EX: The categories of aircraft which are applicable to Circling Approaches are


    -> A-E (all of them)!!

STAR (Standard Arrival Routes) - Begins at END OF ENROUTE and ends at IAF


IAF to IF (DR(Dead Reckoning) Segment = if TG to IF N/A)

  • EX: Max intercept for DR segment = 45deg
  • EX: Inbound leg is limited to 10nm

Non Precision with FAF

  • final approach segment begins at the FAF and ends on landing
  • Dist. FAF->Threshold: Optimum = 5nm, Max = 10nm

SDF - Step Down Fix

  • If sensitive area then min height reqd, can step down to min height, fly level til DME dist then descend more

Non-Precision No FAF

  • EX: AC can begin to let down to MDA/MDH once established on the FAT (Final App. Track)

Specific data for ILS/MLS

  • AC cat vs dist between wheel & GP aerial
    -> A&B = 6m, C&D = 7m
  • GP min 2.5º max 3.5º (Cat II/III 3º)

Calc of OCH/OCA (EXAM!!! PT/SF)

  • Fixed Margin for MOC for the final segment. Fixed margin for all AC
    -> 90m w/o FAF
    -> 75m w FAF

Calc of OCH/OCA for VM(C)
-> MOC A & B = 90m
-> MOC C & D = 120m

  • OCH shall not be LESS THAN: A = 120m, B +30, C +30

Descent Grad%

  • Optimum on final approach – not to exceed 5.2% (about 3º GP)
  • Max permissible = 6.5%
  • State approval reqd for any gradients >6.5%

Track Reversals

  • Generic term for Procedure turn, base turn or racetrack
  • Procedure Turn 45/180: turn 45 deg out, for A & B 1min, for C,D and E = 1m15. You then do a rate 1 turn to reciprocate your track
  • Base Turn: Out on 1 track, then rate 1 turn, return on another track. U AREN'T RECIPROCATING
  • Racetrack - No EX Qs!
  • Turning Pt(TP): When u come to a DME TP it takes priority over timing, you MUST TURN on reaching any turning point published in the proced
  • EX: What is the name of the turn from inbound to outbound ?
  • Track reversal (cos Procedure turn, Base turn and Racetrack are all track reversal)
  • EX: …where track is reciprocated?
  • A procedure turn

Missed App - LEARN!!!

  • MUST START AT MAPt!!! But can fly at alt/height higher than proced
  • Aim: Ensure the MOC isn't infringed throughout the proced
  1. Initial Phase (No turns)
    • MAPT-> Climb established
  2. Intermediate Phase (turns <15deg)
    • Climb established->50m obst clearance can be kept
    • 2.5% grad, obstacle clearance 30m
  3. Final Phase (Any turns)
    • 50 obst clearance can be kept->AC starts new app/hold/goes enroute

RNAV approaches - Based on VOR/DME co-located – non precision


EX: What is the most important factor with regards to instrument approaches ????
SPEED!!

Holding 10

  • Vert sep = 1000ft
  • Approach Controller responsible
  • Std Hold = Right
  • Non Std AERODOME = LEFT Else = RIGHT
  • Starts at Hold Fix
  • Rate 1 or 25º AoB (whichever LESSER)
  • Still Air 1min (<14000ft) ELSE 1.5min BUT DME Turn Pt take priority
  • Pilots resp. for wind so maintain hdg and timings
  • Speeds <14000ft: 230kt (280kt Turbulence)
  • Speeds >14000ft: 240kt (280kt Turbulence)
  • EX: CAT A and B up to 14000 170kt
  • Enter hold based on MAG HDG & 5º flex either side
  • Entry Sectors = POD (Parallel = 1, Offset = 2, Direct = 3)
    -> P = 70º arc reciprocate
    -> O = 30º arc reciprocate
    -> D = direct entry
  • Holding level to be established at least 5nm b4 hold fix
  • Buffer Zone
    -> Lowest holding alt (LHA) = MOC 300m (600m mtns)
    -> Buffer zone 5 nms wide
    -> MOC decreases in buffer til = ZERO at the extremity

Altimeter Setting Procedures 11

  • Alt = Terrain clearance + Vert. separation
  • FL0 located at 1013hPa

  • Transitn Alt ( in climb QNH->SPS)


    • Set by STATE (for each AeroD) >3000ft
    • EX: Published in AIP & Found on Apprch Plate (NOT ATIS)
    • If 2 AeroDs close USE HIGHEST TA
    • EX: Transition Alt rounded to the next full 500 ft

  • Transitn Level ( in climb SPS->QNH)


    • EX: Defined as : first available FL above the TA.
    • Set by ATC(Approach Controller)
    • EX: Transitional Level rounded to next 500 ft

  • Transitn Layer


    • Climbin thro (SPS set) vert posn reported a FL
    • Descending thro (QNH set) vert pos reported as ALT

  • QNH is passed to AC in taxi clearance or App to land OR clearance for circuit


  • Apprch Plates:AMSL figure in bold text, AGL figure in brackets & non-bold i.e. 2500(1456)

  • Altimeters


    • Altimeter Accuracy ±60ft for test between 0–30000ft
    • If 2 Altimeters THEN B4 T/O 1 must be set to QNH

  • EX: In climb when can SPS be set b4 reaching TA?


    • Answer : When cleared by ATC to a FL
  • EX:In descent when can QNH be set b4 reaching TL?
    • A: When cleared by ATC to a alt
  • EX: Is QNH rounded up or down?
    • Down!!

Parallel Rwys

  • Independent - no radar separation
  • Dependent - with radar separation

  • Parallel Apprchs


    • Regardless of weather all will be radar monitored
    • All AC require full ILS/MLS
    • Only straight-in approaches
    • No Track Reverals!!

  • Mode 1 - Independent Parallel Approach


    • 30° max intercept
    • 1 nm for LOC intercept, 2nm Str8 & lvl for G/S intercept
    • Missed App. tracks MUST diverge by 30°
    • 1035m (min) between rwy ctrlines

  • Mode 2 - Dependent Parallel Approach


    • same as Mode 1 except
    • EX/PT/SF: 2 AC same LOC min separation = 3nm
    • EX/PT/SF: 2 AC adjacent LOC min separation = 2nm
    • EX/PT/SF: 915m (min) between rwy ctrlines

  • Mode 3 - Simultaneous Instrument Departures


    • Track post T/O must diverge by 15° each
    • 760m (min) between rwy ctrlines
    • A/C must be radar identified by at least 1nm from the DER

  • Mode 4 - Segregated Departures & Arrivals


    • EX: Segregated = when one parallel runway is used for landing and the other for departures!!
    • EX: Max intercept angel = 45°
    • 760m (min) between rwy ctrlines

Normal Operating Zone (NOZ) & No Transgression Zone(NTZ)

  • NOZ


    • Extends from threshold to where a/c is established on the FAT
    • Applicable Mode 1
    • If you fly within ½ scale deflection you will remain inside the NOZ

  • NTZ


    • The NTZ is located between the two extended centrelines
    • Extends from threshold to where 1,000ft vertical separation is reduced
    • ALL EX: Penetration by an a/c requires Controller intervention
    • ALL EX: Must be at least 610m wide

  • Wake Turbulence Separation MUST BE APPLIED IF:


    • If the spacing between runways is less than 760m
    • OR Flight paths of departing or arriving traffic cross at the same altitude (or within 1000ft below the higher level)

SSR & ACAS - Ch 13

  • If serviceable transponder carried, its operation is mandatory regardless of the provision of an ATC service
  • Read-back: Pilots must respond to ATC squawk request reading back: both the Mode and the Code
  • Pilots are not to squawk IDENT except: on instructions from the RADAR controller

Emergency

  • If already ID'd by SSR code THEN stick to this squawk DO NOT CHG TO 7700/7500 except if radio failure
    Altitude Reporting - Mode C
  • Pilot report alt/FL to nearest 100ft
  • If within greater than ± 300 the transponder is unserviceable

Transponder failure

  • B4 Depart: Inform ATC ASAP, Enter “N” in item 10 of the Flight Plan
  • Comply with local proceds
  • If reqd by ATC – fly to nearest aeroD transponder can be fixed

Code Selection: SELECT STBY FIRST!!!! - > New code - > Select “ON"

ACAS (Airborne Collision Avoidance System)

  • Traffic Advisory - Pilot not to manoeuvre
  • Resolution Advisory - Only the minimum necessary to comply
  • Promptly to return to that instruction or Flight Plan when conflict is resolved
  • Notify ATC as soon as practicable of the deviation including its direction and when the deviation has ended.
  • EX: Disregarding RA's
  • the pilot visually identifies the conflicting traffic and decides no deviation from the current flight path is needed. ATC still needs informing

AC level using Mode C

  • Level occupancy: Mode C indicates the allocated level +/- 300ft
  • Maintaining a level: same as above
  • Vacating a level: Mode C indicates that the aircraft is more than 300ft from the previously allocated level.
  • Passing a level: Mode C indicates that the AC is within 300ft of a specified level in the climb or descent
  • Reaching a level: same as above