IFR REVIEW

IFR REVIEWBy AvPass

KEEPING CURRENTOnce you obtain the Instrument Rating, your going to have to do the following to keep it current:

401.05-Within 6 months of the preceding flight, fly 6 hours of instrument time, and completed 6 IFR approaches to minimums

Can be completed in a level B, C, or D simulator

IFR PERIOD OF VALITITY401.48-An instrument rating is valid for the period specified on the licence in accordance with the personnel licensing standards, where the period does not exceed 24 months.

Your IFR will expire on the first day of the 25th month

An IFR flight test will renew it, which can be done either in the appropriate group of aircraft or a category B, C, or D simulator

INSTRUMENT RATING GROUPSDifferent categories of aircraft are put into groups:

Group 1:Multi-Engine airplanes

Group 2:Multi-Engine airplanes with inline Engines

Group 3:Single Engine aircraft

Group 4:Helicopters

When qualified for a specific instrument rating group, a pilot is also qualified for the next higher instrument rating group(s) as well (ie: a Group 1 IFR rated pilot is also qualified as a group 2 or 3 IFR rated pilot, but a group 2 IFR rated pilot is not qualified for Group 1 aircraft)

IFR AIRCRAFT REQUIREMENTS605.18: An aircraft intended to operate under Instrument Flight Rules must have the following equipment: All standard equipment required to fly during the day and night (if flying at night)

Attitude indicator

Vertical speed indicator

Outside air temperature gauge

A system to prevent ice build up on each airspeed indicating system (ie pitot heat)

A Vacuum failure warning device or power failure warning device for gyroscopic instruments

An alternative static source for airspeed indicator, altimeter, and vertical speed indicator

Sufficient radios for two way communication

Sufficient radio navigation equipment to permit the pilot to continue the flight to their destination or alternate airport, and when in IMC conditions, fly an instrument approach

FLIGHT PLANS AND FLIGHT ITINERARIES602.71:The PIC of an aircraft shall, before commencing a flight, be familiar with the available information that is appropriate to the intended flight.

602.72: The PIC of an aircraft shall, before commencing a flight, be familiar with the available weather information that is appropriate to the intended flight.

FLIGHT PLANS AND FLIGHT ITINERARIESRequirements to File a Flight Plan or Itinerary:

No PIC shall operate an aircraft under Instrument Flight Rules unless an IFR flight plan has been flied

Each leg of a flight requires its own flight plan, for example, if you are flying three legs, you require three individual flight plans

A Flight Plan MUST be filed when crossing an international boarder, a Flight Itinerary is NOT acceptable

A flight itinerary may be filed instead of a flight plan when: The flight is conducted in part or completely in uncontrolled airspace

There are inadequate facilities to communicate the flight plan information to an ATC unit, FSS, or aerodrome radio station

FLIGHT PLANS AND FLIGHT ITINERARIESOVERDUE AIRCRAFT:

SAR will be notified if an aircraft has not filed an arrival report in the case of a:

FLIGHT PLAN: Within ONE HOUR after the last reported ETA, or immediately after the specified “Search and Rescue” time put in the flight plan

FLIGHT ITINERARY: Within 24 HOURS of the last reported ETA, or immediately after the specified “Search and Rescue” time put in the flight itinerary

A Flight Itinerary must be filed with a responsible person, which CARs defines as: An individual who has agreed with the person who has filed a flight itinerary to ensure that the following are notified in the manner prescribed in this division, if the aircraft is overdue, namely, An air traffic control unit, FSS, or community aerodrome radio station

A rescue co-ordination centre

FLIGHT PLANS AND FLIGHT ITINERARIESCHANGES IN THE FLIGHT PLAN: 602.76: The PIC of an aircraft operating under an IFR flight plan must advise ATC (or

responsible person in the case of a Flight Itinerary) when ever the following have been changed: Cruising Altitude or Flight Level

Route of flight

Destination

True Airspeed: ATC must me notified if the cruising altitude TAS is in excess of +/-5% difference specified on the Flight Plan (not required on a Flight Itinerary)

Mach Number: ATC must be notified if the Mach Number is in excess of +/-0.01 or more than specified on the Flight Plan

When flying in controlled airspace a clearance must be obtained before commencing any of the above

FLIGHT PLANS AND FLIGHT ITINERARIESARRIVAL REPORT: 602.77:

When operating under a FLIGHT PLAN, an Arrival Report must be filed no later than one hour from the last REPORTED ETA, or no later than the Search and Rescue time specified on the Flight Plan.

When operating under a FLIGHT ITINERARY, an Arrival Report must be filed no later than 24 hours from the last REPORTED ETA to the responsible person or an ATC unit.

An Arrival report is not required where an IFR flight is terminated at an airport where there is an ATC unit or a Flight Service Station.

FLIGHT PLANS AND FLIGHT ITINERARIESNOTAM’s:

It is important to know how to dissect them properly, lets look at a few

Times specified in a NOTAM will always be in a YY/MM/DD/ZZZZ format (Remember Biggest to Smallest in this case)

In this example, the NOTAM starts at 14:51Z on January 27, 2014 and ends at 23:59Z on February 03, 2014

NOTAM NUMBER

NOTAM START TIME

NOTAM END TIME


TIL: Means the NOTAM will end at this exact time

APRX: Means the NOTAM will end at APPROXIMETLY this time. If this time comes and goes it does NOT mean the NOTAM has ended. This NOTAM needs a canceling or replacing NOTAM


NOTAMR

NOTAMC

R-replacing NOTAM

FLIGHT PLANS AND FLIGHT ITINERARIESIFR FUEL REQUIRMENTS:

602.88:

PROPELLER DRIVEN: The PIC must carry enough fuel to fly to the destination, execute an approach and missed approach, fly to the alternate airport and execute an approach, land, and an additional 45 minutes endurance

TURBO-JET DRIVEN: The PIC must carry enough fuel to fly to the destination, execute an approach and missed approach, fly to the alternate airport and execute an approach, land, and an additional 30 minutes endurance

FLIGHT PLANS AND FLIGHT ITINERARIESIFR FUEL REQUIRMENTS:

602.88:

Every aircraft shall carry an amount of fuel that is sufficient to provide: Taxiing and foreseeable delays prior to take off

Weather conditions

Foreseeable air traffic routings and traffic delays

Landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of multi-engine aircraft, failure of any engine, at the most critical point during the flight

Any other foreseeable conditions that could delay the landing of the aircraft

FLIGHT PLANNINGTake-off weather requirements: TAKE-OFF IS RESTRICTED BY VISIBILITY

In order to take-off from the departure airport, it has to meet specific visibility requirements. If there are several sources of reported visibility, the following will take order of precedence: 1) REPORTED RVR- If the RVR is fluctuating above and below the minimum required visibility, or if

the RVR is below the specified minimum due to a localized phenomena, the next reported visibility source will be accepted:

2) REPORTED GROUND VISIBILITY at the airport

3) VISIBILITY OBSERVED BY THE PIC

The standard MINIMUM take-off visibility is ½ STATUTE MILE

However, each runway at each airport may have its own minimum visibility requirements, this will be found on the CAP plate

FLIGHT PLANNINGTake-off weather requirements:

RVR-Runway Visual Range: Defined as the Horizontal Visibility, in feet, from the threshold of the runway

MEASURED RVR


RVR-Runway Visual Range: Measured by in instrument called a TRANSMISSOMETER.

RVR “A”: Transmissometer located at the threshold of the runway

RVR “B”: Transmissometer located at the Runway midpoint (Used for CAT II Operations)

RVR “C”: Transmissometer located at the “other” End of the Runway


RVR-Runway Visual Range:

VISIBILITY RVR

1 SM 5000 FEET

¾ SM 4000 FEET

½ SM 2600 FEET

¼ SM 1400 FEET

FLIGHT PLANNINGTake-off weather requirements: Take-off minima for individual runways are shown on the Taxi chart in the CAP

In this example, Runway 03 has a take-off minimum visibility of ½ sm. Runway 21 however, has different take off minimums for different categories of aircraft.

FLIGHT PLANNINGTake-off weather requirements: When an asterisk is next to a specified runway (RWY 11, 29:*) it means there is a

specific take-off procedure (headings, altitudes, and climb gradients) required in order to clear obstacles

FLIGHT PLANNINGTake-off weather requirements: If for example the aircraft is unable to perform the required departure (ie: too steep of

climb gradient), or there is a visual manoeuver required, pilots must adhere to SPEC-VIS


The visibility required depends on the aircraft category. The following chart is used to determine the category of the aircraft based on INDICATED AIRSPEED

AIRCRAFT CATEGORY INDICATED AIRSPEED

A 0-90kts

B 91-120kts

C 121-140kts

D 141-165kts

E (Military Charts only) >165kts

FLIGHT PLANNINGTake-off weather requirements: SPEC-VIS: Specified Take-Off Minimum Visibility. This is used when there is a requirement for a visual departure.

Each category of aircraft (refer to chart on the previous page) has its own visibility required to take off

Aircraft Category A B C DSPEC VIS

(SM)1 1 1/2 2 2


NOT ASSESED: The departure procedure has not been assessed for obstacle clearance. Therefore the PIC is responsible for all obstacle clearance associated with the departure

Still in no case shall the PIC depart when the visibility is below ½ sm for aeroplanes and ¼ sm for helicopters

FLIGHT PLANNINGTake-off weather requirements: Before taking off and completing the published take-off procedure, the PIC must ensure:

The aircraft will cross the departure end of the runway at a height of at least 35 feet

To maintain runway heading to at least 400 feet above aerodrome elevation before turning

The aircraft can maintain a MINIMUM climb gradient of 200 feet per nautical mile

To abide by all noise abatement procedures

FLIGHT PLANNINGTake-off Alternate:

You have established that you are able to take off with the weather being down, but what if the take-off weather minimums are lower then the landing minimums at the departure airport? You are able to take-off but not land…

You need a TAKE-OFF ALTERNATE

FLIGHT PLANNINGTake-off Alternate:

When a Take-off Alternate is required, the weather at the alternate airport must meet standard alternate airport minimums

The Take-off alternate must be within a certain distance of the departure airport, depending on the operation and aircraft In the case of a 2-engine airplane, with 9 seats or less available for occupancy, a take off

alternate must be selected within 60 minutes at the 2-engine operative speed

In the case of a 2-engine airplane, with more than 9 seats available for occupancy, a take off alternate must be selected within 60 minutes at the 1-engine operative speed

FLIGHT PLANNINGAlternate Airport:

Every aircraft that is operating under an IFR flight plan is required to have an Alternate Airport that meets minimum requirements on the flight plan

The Ceiling and Visibility must be sufficient enough at the Alternate Airport at the ETA

When using an Alternate Airport that has a TAF, 3 words should pop out, BECMG, TEMPO, and PROB.

When the ETA lands in a period of: BECMG: If the weather is forecast to DETERIORATE, it will be assumed that it will start to

deteriorate at the BEGINNING of the BECMG time frame

If the weather is forecast to IMPROVE, it will be assumed that it will improve at the END of the BECMG time frame

TEMPO: The alternate minimums must not be below the weather forecast in the entire TEMPO time frame

PROB: The weather must not be below the regular published landing minimums for the airport


Every aircraft that is operating under an IFR flight plan is required to have an Alternate Airport that meets minimum requirements

AVAILABLE APPROACHES MINIMUM WEATHER REQUIRED

2 or More Precision Approaches 400-1 or 200 and ½

1 Precision Approach 600-2 or 300 and 1

Non-Precision Approach 800-2 or 300 and 1

No IFR Approach At least 500 feet above min IFR altitude to allow for a VFR Approach and Landing


What does this chart mean??

First things first, AVAILABLE APPROACHES means individual runways with IFR approaches available. For example, if the airport has 1 runway with 2 approaches (ILS at each end) it only counts as 1 available approach. If there are 2 runways (2 separate pieces of asphalt) with their own individual approaches, it counts as 2 approaches available







If a runway or approach is NOTAM’d to be closed or offline at the ETA at the alternate airport, you CAN NOT count it as an available approach







MINIMUM WEATHER REQUIRED

This is the ceiling and visibility that is required at the alternate airport at the Estimated Time of Arrival






FLIGHT PLANNING

So what does this mean?

Lets say we have an alternate airport in mind with 2 separate runways, both with an ILS. Both have published minimums of 200 feet and ½. We look at these numbers above and have to calculate what the weather has to be at the alternate airport in order to use it on the flight plan. We need both numbers above because we need to determine which value is higher. The higher value will become the minimum weather required for the alternate airport.

So add the Published minimums of the LOWEST HAT, in this case the lowest is 200 feet, add the 200 feet in the chart. The sum equals 400 feet.

Now do the same with visibility, ½ mile in the published approach, plus ½ mile in the chart above equals 1 mile required.

So, the required weather minimums at the alternate airport at the ETA is 400 feet and 1sm visibility.

CEILING AND VISIBILITY OR CEILING AND VISIBILITY ABOVE LOWEST HIEGHT ABOVE TOUCHDOWN

ZONE ELEVATION

400-1 200-1/2

FLIGHT PLANNING

Example #2:

In this case the Alternate airport in mind only has one available precision approach. So therefore, we need either 600 feet vertically and 2 sm visibility, OR, 300 feet vertically and 1 sm visibility above the lowest HAT.

Right away, we know we can’t use 600-2 because the minimums are higher on the actual approach. So we need to add the 300 feet to the 651 foot minimums, 951. now we need to add the visibility to the 1 1/2 , which sums to 2 ½.


ZONE ELEVATION

600-2 300-1

FLIGHT PLANNING

So the required alternate minimums have been established as

951 feet and 2 ½ sm.

But have you ever read a TAF that forecasts a ceiling to be at 951 feet? So we have to round it either up or down.


ZONE ELEVATION

600-2 300-1

FLIGHT PLANNING

The number to remember when rounding up or down is 21.

When the calculated alternate minimum ceiling is 20 or below, round down to the nearest 100 feet

When the calculated alternate minimum ceiling is 21 or higher, round up to the nearest 100 feet

So the required forecast minimums at our alternate airport at our ETA is…

1000 feet AGL and 2 ½ sm visibility

FLIGHT PLANNING

EXAMPLE #3:

Lets say in this example this Alternate Airport has 1 available runway with a precision approach, the highest minimum being 201 feet

With one precision approach available we would use 600-2 (standard alternate minima) OR 300-1 above the lowest HAT and visibility, whichever is HIGHER

So it’s either 600-2, or 501-1 ½ (300+201=501 foot ceiling and 1+1/2 = 1½ visibility)

Having to use the HIGHER minimum, 600-2 would be the required minimum


If the alternate weather requirements are either 600-2 or 800-2…

These are known as STANDARD ALTERNATE MINIMA







When Standard Alternate Minima applies, the following sliding scale is accepted:

An INCREASE in 100 feet of vertical ceiling, allows for a DECREASE in ½ sm of visibility to a minimum of 1 sm


When there is no TAF available for the Alternate Airport, a GFA can be used, as long as: There is no cloud lower than 1000 feet above the lowest HAT/HAA

There are no cumulonimbus in the area

Visibility is greater than 3 miles

REMEMBER ALL ALTITUDES IN A GFA ARE IN ASL UNLESS OTHERWISE SPECIFIED


When using an alternate airport that is only served with a Aerodrome Advisory forecast, the ceiling must be at least 500 feet above the lowest HAT/HAA and the visibility must be at least 3 miles

FLIGHT PLANNINGAlternate Airport With Only a GPS Approach:

In order to use an Alternate Airport that only has a GPS approach available, the PIC must: Confirm that RAIM will be available at the Alternate at the ETA

Ensure LNAV minima meet the Alternate Airport weather minimums

Ensure that there is a published IFR approach at the original destination that is completely dependent on traditional nav aids alone

DEPARTURE PROCEDURESStandard Instrument Departure:

Some airports provide what is called a Standard Instrument Departure (SID), which is basically a combination of coordinated routs, headings, altitudes etc, that must be followed after departure.

There are 2 types of SID’s:

RADAR VECTORED SID: Used in a RADAR environment. Aircraft will follow the published procedure and/or ATC will assist with vectors to waypoints or enroute portions of the flight.

PILOT NAVIGATED SID: Pilots are responsible for navigating the published SID to the enroute transition

*It’s Important to note that when required to maintain runway heading, either by a SID or ATC, DO NOT ACCOUNT FOR DRIFT, just maintain runway heading

DEPARTURE PROCEDURESStandard Instrument Departure:

If ATC modifies the SID by assigning a different altitude or heading after departure, it does NOT cancel the SID

DEPARTURE PROCEDURESWake Turbulence Separation:

The following chart is based on aircraft of different weight categories departing behind each other in a RADAR environment

DEPARTURE PROCEDURESWake Turbulence Separation:

In the case of a NON-RADAR departure, ATC will provide a minimum of 2 minutes departure separation between a HEAVY aircraft and a lighter aircraft. If the lighter aircraft is expected to use more runway than the heavier aircraft, or it is doing an intersection take-off, the separation time will be increased to 3 minutes.

DEPARTURE PROCEDURESDeparture from an Uncontrolled Airport:

When departing from an uncontrolled airport under an IFR flight plan, the same radio communications apply as they do under VFR

An ATC clearance SHOULD be obtained before taking off if in controlled airspace.

You are able to depart under VISUAL conditions if for some reason the PIC is unable to either obtain a clearance on the ground or other IFR traffic is preventing you to obtain a clearance (remember only one IFR aircraft at a time is allowed at uncontrolled airports) In this case there is no alerting service provided until a clearance is obtained, so get it as soon

as possible

AIRSPACECLASS VFR IFR TRANSPOND

ER REQUIRED

CONTROLED

TRAFFICSEPERATI

ON

LOCATIONEXAMPLE

A NO YES YES YES IFR 18,000-59,999’

B YES (with clearance)

YES YES YES IFR/VFR 12,500-17,999

C YES(with clearance)

YES YES YES IFR/VFR CONTROL ZONE

D YES YES YES (if specified as transponder

airspace)

YES IFR TERMINAL CONTROL

AREA

E YES YES YES (if specified as transponder

airspace)

YES IFR CONTROL AREA

EXTENTION

F - - - - - MILITARY AIRSPACE

G YES YES NO NO NO LOW LEVEL AIR

ROUTE

AIRSPACEIFR FLIGHT IN CLASS A,B,C,D,E, OR F AIRSPACE: 601.05-No person shall operate an IFR aircraft in class

A,B,C,D,E, OR F Special Use Restricted or Special Use Advisory controlled airspace unless the aircraft is operated in accordance with an ATC clearance.

AIRSPACEIFR FLIGHT IN DIFFERENT AIRSPACE:

CLASS A:

18,000 feet to but NOT INCLUDING FL600

All aircraft subject to ATC clearances and instructions

ATC provides separation to all aircraft

IFR Aircraft only

CLASS B:

All low level airspace above 12,500 feet ASL or at and above the MEA, whichever is higher, up to but not including 18,000 feet

All aircraft subject to ATC clearances and instruction


CLASS B cont’d:

Include Low Level Airways between 2200 feet AGL and 17,999 ASL

No clearance required if operating under IFR

CLASS C:

IFR aircraft are NOT required to obtain a clearance prior to entering

Traffic separation is provided


CLASS D:

Traffic separation is provided only to IFR traffic

CLASS E:

Traffic separation is provided only to IFR traffic

Low Level Airways can also be classified as class E


CLASS F:

ADVISORY: IFR aircraft will not be cleared into Class F advisory unless: The Pilot has prior permission from the agency designating the area as class F

The aircraft is on an altitude reservation

The pilot has been cleared for a visual or contact approach

Restricted: IFR aircraft will not be cleared into Class F restricted unless the pilot has obtained prior permission to enter


CLASS G:

ATC does not provide clearances or instructions, but will provide flight information and search and rescue

Low Level Air Routes are within Class G airspace and start from the surface of the earth and extend vertically

AIRSPACEAIR ROUTES AND AIRWAYS: AIR ROUTE- Lies within Uncontrolled airspace

High level Air Routes lie in the Northern Domestic Airspace Between 18,000 feet and the bases of the Northern/Arctic control areas

*Remember “U” in AIR ROUTE for Uncontrolled

AIRSPACEAIR ROUTES AND AIRWAYS: AIRWAYS- Lie within Controlled airspace

High Level Airways start at 18,000 feet with Air Traffic Control

Low Level Airways start at 2,200 feet AGL and end at 17,999 feet and are classified as CLASS B Airspace

AIRSPACEAIR ROUTE and AIRWAY DIMENSIONS: Dimensions of these “highways in the sky” depend on what type of navigational

aids are used to make them

NDB’s and/or VOR’s are used at each end of the airway/air route

If a VOR is used at each end of the AIRWAY it is known as a VICTOR AIRWAY (identified by the letter V and a number, ie: V24)

AIRSPACEAIRWAY DIMENSIONS: VOR at each end

VHF/UHF (victor Airway)-VOR to VOR

VOR

AIRSPACEAIRWAY DIMENSIONS: VHF/UHF (victor Airway)-VOR to VOR

A VHF/UHF Airway is 4NM wide on either side of the centerline, 8NM total, pay close attention to this detail

VOR

4NM


4.5*

4.5*

A VHF/UHF Airway has a 4.5 degree splay either side of the centerline

VOR


At a 9 degree splay, the Airway becomes its 8NM width at 50.8 NM

VOR

50.8 NM

AIRSPACEAIRWAY DIMENSIONS: VHF/UHF Airway-VOR to VOR

4.5*4.5*VOR

AIRSPACEAIRWAY DIMENSIONS: VHF/UHF based on an NDB and VOR

NDB

AIRSPACEAIRWAY DIMENSIONS: VHF/UHF (victor Airway)-VOR to NDB

A VHF/UHF Airway is 4.34NM wide on either side of the centerline, 8.68NM total, pay close attention to this detail

NDB/VOR

4.34NM


5*

5*

A VHF/UHF Airway has a 5 degree splay either side of the centerline

NDB/VOR


At a 10 degree splay, the Airway becomes its 8.68NM width at 49.66 NM

NDB/VOR

49.66 NM

AIRSPACEAIRWAY DIMENSIONS: VHF/UHF Airway based on a NDB and VOR

5*5*VOR

AIRSPACEAIRWAY DIMENSIONS: LF/MF AIRWAY dimensions based on NDB to NDB

The dimensions of an LF/MF Airway are the same as a VHF/UHF Airway based on a VOR and NDB

5*5*NDB

AIRSPACEPREFERRED ROUTES: Routes that are designed to reduce delays between certain airports

Although “Preferred”, these routes are NOT mandatory

The procedures for Preferred Routes between airports are found in the Planning section of the CFS

Example: A flight from CYEG to CYMM using a low altitude preferred route for non-jets:

BOSIM AVEDO LEXON LEXON arrival

UNCONTROLLED AIRPORT OPERATIONSIFR IN A MF AREA: Must state intentions prior to entering a manoeuvring area on an airport in a MF area

When departing, the flight crew must state their intentions prior to entering the runway, and once departed, advise when leaving the traffic circuit

When approaching and landing at an uncontrolled airport, whether it lies in a MF area or not, the flight crew shall report their intentions:

Five minutes prior to the estimated time of commencing the approach procedure, stating the estimated time of landing

Advise if commencing a circling approach

When able, advise after conducting a missed approach

In regards to the aircrafts position on the approach, the flight crew must report:

When conducting a procedure turn, report over the fix going outbound

When no procedure turn is intended, report when the final approach course is intercepted

When passing the FAF, or when no FAF exists, 3 minutes before the estimated time of landing

When on final approach

ATC CLEARANCES AND INSTRUCTIONSATC CLEARANCE: Defined as AUTHORIZATION from Air Traffic Control

MUST be read back to ATC and can be accepted or denied by the PIC if he/she feels that the clearance puts a risk to the aircraft

ATC is NOT responsible for traffic avoidance when the PIC has accepted a Clearance

The PIC may deviate from an ATC clearance when it is necessary to do so to avoid a collision, TCAS Resolution Advisory, or a Ground Proximity Warning System alert

Once the avoidance maneuver has been completed and there is no more risk of a collision, the PIC must abide by the last clearance received and acknowledged (return to last cleared altitude, heading, course, climb, decent, etc.) inform ATC as soon as possible.

ATC CLEARANCES AND INSTRUCTIONSATC INSTRUCTION: Defined as an Air Traffic Control directive, such as a vector for traffic

ATC is not responsible for traffic avoidance when the PIC has accepted an instruction

Must be acknowledged when an instruction is issued to you

The PIC may deviate from an ATC instruction when it is necessary to do so to avoid a collision, TCAS Resolution Advisory, or a Ground Proximity Warning System alert

Once the avoidance maneuver has been completed and there is no more risk of a collision, the PIC must abide by the last clearance received and acknowledged (return to last cleared altitude, heading, course, climb, decent, etc.) inform ATC as soon as possible.

ALTIMETER SETTING PROCEDURESALTIMETER SETTING REGION: All airspace 17,999 feet and BELOW

When flying between sea level and 17,999 feet ASL, in the southern domestic airspace, your altimeter should always be set to the local altimeter setting

STANDARD PRESSURE REGION: All Canadian airspace including and

above 18,000 feet

29.92 inches should always be set while in the Standard Pressure Region

Notice the standard region in the northern domestic airspace as well

ALTIMETER SETTING PROCEDURESFLYING IN THE STANDARD PRESSURE REGION: Let’s say your flying way up north in the Standard Pressure Region. Your departure airport and

destination airport are both in the Standard Region.

Before departure, set your altimeter to the local altimeter setting, or airport elevation if altimeter setting is not available.

Immediately BEFORE leveling off at your desired altitude (if cruising below 18,000) set standard, 29.92

BEFORE decent to land, set the local altimeter setting if it is available. If you are anticipating a HOLD, do NOT set the altimeter to the local altimeter setting yet. Wait until just prior to commencing the final decent to land before setting the local altimeter setting.

ALTIMETER SETTING PROCEDURESFLYING IN THE STANDARD PRESSURE REGION: Now let’s say you are flying from the standard pressure region to the altimeter setting region, either laterally or

vertically

When flying laterally FROM the standard pressure region TO the altimeter setting region, set the altimeter to the most accurate local altimeter setting immediately prior to entering the altimeter setting region. When flying FROM the altimeter setting region TO the standard pressure region, set 29.92 inches immediately after entering the standard pressure region.

Same thing when climbing vertically FROM the altimeter setting region TO the standard pressure region, set the altimeter to 29.92 immediately after entering the standard pressure region. When descending FROM the standard pressure region TO the altimeter setting region, set the local altimeter setting immediately prior to entering the altimeter setting region

Your altimeter must always be set to the local altimeter setting in the altimeter setting region

ALTITUDE LIMITATIONSIn all cases no aircraft operating under Instrument Flight Rules shall be operated below 1000 feet above the highest obstacle within a 5 nautical mile radius of the aircraft (unless taking off or landing)

MEA: MINIMUM ENROUTE ALTITUDE is the altitude (ASL) which has been established for low level airways and air

routes which provide aircraft with sufficient altitudes to receive navigational aid signal coverage for the applicable airway or air route.

MOCA:

MIMIMUM OBSTACLE CLEARANCE ALTITUDE is the altitude which meets minimum IFR air route clearance altitude

When the MEA and the MOCA are the same, only the MEA is published on the chart.

When the MEA is higher than the MOCA, both altitudes are published on the chart.

A pilot may request to descend lower than the MEA for the interest of safety but will NEVER be cleared below the MOCA

ALTITUDE LIMITATIONSMRA: MINIMUM RECEPTION ALTITUDE is the minimum altitude required to receive a signal from a navigation aid at

a specific distance. This is incorporated with MEA.

MRA=√Altitude X 1.23

AMA:

AREA MINIMUM ALTITUDE (formally GASA), is the minimum safe altitude rounded up to the nearest 100 feet, giving a minimum of 1000 feet (2000 feet in mountain regions) above the highest obstacle in the specific area.

MOUNTAIN REGIONS Canada’s mountain ranges have been designated into five different regions

Each region has minimum obstacle clearance altitudes

MOUNTAIN REGIONS In regions 1 and 5, there is a 2000 foot obstacle clearance

In regions 2,3, and 4, there is a clearance altitude of 1500 feet

MOUNTAIN REGIONS The obstacle clearance altitude applies to Airways, Air Routs, minimum vectoring

altitudes, AMA, and 100 NM safe altitude

CRUISING ALTITUDES AND FLIGHT LEVELS

LOW LEVEL AIRSPACE: 0-17,999 feet ASL

HIGH LEVEL AIRSPACE: 18,000 feet ASL and above (Remember it is controlled up to FL600 inclusive)

The ODD/EVEN altitude rule in regards to aircraft TRACK also applies to IFR aircraft.

000*-179*: Odd altitudes 17000, FL190, FL210 etc.

180*-359*: Even altitudes 16000, FL200, FL220 etc.

It is important to note that when the local altimeter setting is below 29.92, FL180 is not available

CRUISING ALTITUDES AND FLIGHT LEVELSRVSM (Reduced Vertical Separation Minimum):

What is it?

It is an area of airspace that lies at and above FL290 to FL410 inclusive that provides 1000 feet of vertical separation between aircraft

Aircraft must be approved to fly in RVSM airspace, HOWEVER, non-RVSM approved aircraft may CONTINOUSLY climb or descend through RVSM airspace, if ATC allows non-RVSM aircraft to cruise in RVSM airspace, 2000 foot separation will be provided

Non-RVSM aircraft may flight plan to fly in RVSM airspace as long as it is stated on the flight plan

Required equipment includes: 2 independent altitude measuring systems, 1 automatic altitude control system, and 1 altitude alerting system. ATC must be notified if any of this equipment fails while in RVSM airspace

1000 FEET ON TOP When flying under IFR rules, 1000 feet on top can be accomplished as long as:

The aircraft it a minimum of 1000 feet above all cloud formations, which MUST be well defined (including smoke, smog, haze, etc)

ATC clear’s you for 1000 feet on top

Altitude is correct according to direction of flight

Aircraft is below 12,500 feet ASL and in Class B, C, D, or E airspace

REMEMBER: ATC only provides traffic separation to 1000 foot on top Aircraft at night between other 1000 foot on top aircraft and between aircraft on altitude reservations/blocks

HOLDS A holding clearance will always include the following:

Holding fix

Direction from the where the hold will take place (North, South, South West etc)

Standard or Non-Standard Holds

A radial, Course, or inbound track to hold on

Altitude

Expect Further Clearance time

HOLDS Standard Holds are with turns to the RIGHT:

Non-Standard Holds are with turns to the LEFT:

HOLDS Timing AT or BELOW 14000 feet ASL:

The OUTBOUND leg should not exceed 1 minute

When holding on a DME point and there is no outbound DME distance specified by ATC, fly outbound for 1 minute from the distance specified

HOLDS Timing AT or ABOVE 14001 feet ASL:

The outbound leg shall not exceed 1 ½ minutes

When holding on a DME point and there is no outbound DME distance specified by ATC, fly outbound for 1 1/2 minutes from the distance specified

Remember, Above 14000 means Above one minute

HOLDS SPEED LIMITATIONS: The following Speed limitations are enforced while in a Holding Pattern

*For Propeller driven aircraft, it includes both Turbo-Prop and Piston

AIRCRAFT BELOW 14000’ ASL ABOVE 14001’ ASL CLIMBING

PROP DRIVEN* 175 KIAS 175 KIAS NORMAL CLIMB SPEED

JET DRIVEN 230 KIAS 265 KIAS 310 KIAS OR BELOW

HOLDSShuttle Procedure:

Described as a maneuver that involves either a climb or descend in a holding pattern

Usually on the beggining of an approach in a mountain region where an aircraft needs to “shuttle” descend from a high MEA ,or, on a departure where an aircraft needs to “shuttle” climb to a higher MEA

When in a SHUTTLE CLIMB, the airspeed limitations in a HOLD are not applicable unless specified on the approach chart

The 250 kts below 10,000 feet and 200 kts below 3000 feet within 10 nm of a controlled airport rule is still in effect either way

HOLDS When holding on a VOR:

Remember a Radial is Always FROM

Each arrow below represents a radial, notice how they all come FROM the station

When cleared to hold inbound on a VOR radial it’s important to remember this

HOLDS When holding on a VOR:

For example, when cleared to HOLD INBOUND ON THE 090* RADIAL, the in bound leg would be represented by the yellow arrow:

090* Radial

HOLDS When holding on a NDB:

ATC will give an Inbound Track to hold on, in this example, ATC has told the aircraft to hold on an inbound track of 090, represented by the yellow arrow:

Inbound Track 090

APPROACH PROCEDURES Before commencing a STAR or an Approach, be sure to grab the ATIS (Automatic

Terminal Information Service)

STAR (Standard Terminal Arrival)

APPROACH PROCEDURESSPEED LIMITS:

It is important to remember the speed limitations, they are not limited to approaches only, they are enforced in all segments of flight

250 KIAS below 10,000 feet ASL

200 KIAS when operating within 10NM of a CONTROLLED AIRPORT and below 3000 AGL

If an aircraft needs to go faster than the applicable speed limits for aircraft performance or for the interest of safety, ATC should be advised

APPROACH PROCEDURES COLD WEATHER CORRECTIONS

Must be applied to minimum sector altitudes and all other segments of the approach, including the missed approach altitude.

When on RADAR VECTORS, or on an accepted IFR ASSIGNED ALTITUDE, cold weather corrections are NOT necessary because ATC has already compensated for the temperature

APPROACH PROCEDURES COLD WEATHER CORRECTION EXAMPLE

DESTINATION TEMP: -30

FIELD ELEVATION: 2836

PROCEDURE TURN ALT: 5000’

FAF ALT: 3700’

DA: 3036’


First, Calculate the altitudes AGL:

Procedure Alt: 5000-2836=2164 feet AGL

FAF crossing ALT: 3700-2836=864 feet AGL

DA: 3036-2836=200 feet AGL

Let’s do the Procedure Altitude correction first…


Now, apply the altitudes in AGL to the Cold Weather Chart:

Procedure Alt: 2164 feet AGL

At -30 between 2000 and 3000 feet

APPROACH PROCEDURESProcedure Alt: 2164 feet AGL

3000-2000=1000

570-380=190

190/1000=0.19

0.19 x 2164=411 (This is the correction to be added)

APPROACH PROCEDURES

Now add the 411 foot correction to the Procedure altitude ASL.

5000+411=5411 feet

Remember the number 21 for rounding? The last two digits are below 21 so you would round down to the nearest 100. So the Corrected altitude is 5400 ASL.

APPROACH PROCEDURESNow Calculate the Corrected FAF crossing altitude on your own

DESTINATION TEMP: -30

FIELD ELEVATION: 2836

FAF ALT: 3700’ ASL

APPROACH PROCEDURES Answer:

3700-2836=864 AGL (crossing altitude AGL over the FAF)

900-800=100 (difference between the two columns your using on the chart)

170-150=20 (difference between the two rows your using on the chart)

20/100=0.2

0.2 x 864=173 (This is the number you add to the ASL altitude)

3700+173=3873 (73 is above 21 so round up)

3900 ASL

APPROACH PROCEDURES Precision Approach: ILS

Non-Precision Approach: NDB, VOR, GPS, Localizer approach

APPROACH PROCEDURESAPPROACH BAN:

What is it? Approach Ban prevents aircraft from continuing an approach past the FAF (or when the approach has no FAF, the location where the aircraft intercepts the final approach course) when the RVR is below a certain visibility

The following chart is for general aviation aircraft, which are governed by RVR values, and states the minimum required RVR values required to continue the approach past the FAF (or interception of the final approach course in the case of no FAF) for a NON-PRECISION and CAT l approach

RVR Type Fixed Wing Helicopters

RVR ‘A’ ONLY 1200 1200

RVR ‘A’ and ‘B’ A:1200/ B:600 A:1200/B:0

RVR ‘B’ ONLY 1200 1200


With respect to GENERAL AVIATION AIRCRAFT, the aircraft can shoot an approach with the RVR being lower than that stated in the chart on the previous page if: The aircraft has already passed the FAF, or where there is no FAF, has passed the final approach

course interception point (think of the FAF/interception point as a door, it’s open when the visibility is good enough, but it’s closed when the visibility goes too low, BUT, once you have already gone “through the open door” you can continue the approach to land when the weather deteriorates after you have passed the FAF and the door has closed)

The aircraft is on a training flight and the appropriate ATC unit has been advised that the aircraft WILL execute a missed approach at or above minimums

The RVR is fluctuating above and below the minimum RVR values

The ground visibility is reported to be at least ¼ mile

The aircraft is doing a CAT lll precision approach


Approach Ban is based on a fraction of the required visibility published on the approach plate

75% of the advisory visibility is needed in order to continue past the FAF inbound or interception of the final approach course for a CAT 1 ILS or Non-Precision Approach

For Example, If the intended approach has an Advisory Visibility (Vis published on the approach plate) of 1sm, the Approach Ban visibility is ¾ sm


75% Here we have an example of an approach with a advisory visibility of 1½ for the ILS,

and 3sm for the localizer only approach


Therefore the approach ban visibility is 75% of the value of the advisory visibility, which in this case is 1¼ for the ILS and 2¼ for the LOC approach


The following chart is for Commercial aviation aircraft, and states the minimum required RVR values required to continue the approach past the FAF (or interception of the final approach course in the case of no FAF) for a NON-PRECISION and CAT l approach

RVR Type Fixed Wing Helicopters

RVR ‘A’ ONLY 1200 1200

RVR ‘A’ and ‘B’ A:1200/ B:600 A:1200/B:0

RVR ‘B’ ONLY 1200 1200


With respect to COMMERCIAL AVIATION AIRCRAFT, the aircraft can shoot an approach with the RVR being lower than that stated in the chart on the previous page if: The aircraft has already passed the FAF, or where there is no FAF, has passed the final approach

course interception point (think of the FAF/interception point as a door, it’s open when the visibility is good enough, but it’s closed when the visibility goes too low, BUT, once you have already gone “through the open door” you can continue the approach to land)

The aircraft is on a training flight and the appropriate ATC unit has been advised that the aircraft WILL execute a missed approach at or above minimums

The RVR is fluctuating above and below the minimum RVR values

The ground visibility is reported to be at least ¼ mile

The aircraft is doing a CAT lll precision approach

APPROACH PROCEDURESAPPROACH BAN: 75%

The information for approach ban visibilities can be viewed in the CAP GEN in chart form (notice some required ground Vis values are the same for different CAP advisory Vis values):

CAP Advisory

Vis

Required GROUND

VIS

Required RVR ‘A’

½ sm or 2600 RVR

3/8 1600

¾ 5/8 3000

1sm or 5000 RVR

3/4 4000

1 ¼ sm 1 5000

1 ½ 1 1/4 6000

1 ¾ 1 1/2 6000+

2 1 1/2 6000+

2 ¼ 1 3/4 6000+

2 ½ 2 6000+

2 ¾ 2 1/4 6000+

3 2 1/4 6000+


If a Commercial Operator under 703, 704, or 705 operations holds the Operation Specification (Ops Spec) 019, 303, or 503, the approach ban visibility can be reduced even more

50% of the advisory visibility is needed in order to continue past the FAF inbound or interception of the final approach course for a CAT 1 ILS or Non-Precision Approach with the applicable Ops Spec.

APPROACH PROCEDURESAPPROACH BAN: 50%

The information for approach ban visibilities can be viewed in the CAP GEN in chart form (notice some required ground Vis values are the same for different CAP advisory Vis values):

CAP Advisory

Vis

Required GROUND

VIS

Required RVR ‘A’

½ sm or 2600 RVR

1/4 1200

¾ or 4000 RVR

3/8 2000

1sm or 5000 RVR

1/2 2600

1 ¼ sm 5/8 3400

1 ½ 3/4 4000

1 ¾ 1 5000

2 1 5000

2 ¼ 1 1/4 6000

2 ½ 1 1/4 6000+

2 ¾ 1 1/2 6000+

3 1 1/2 6000+


50% Here we have an example of an approach with a advisory visibility of 1½ for the ILS,

and 3sm for the localizer only approach, lets say it’s an aircraft operated commercially with the appropriate OPS SPEC


Therefore the approach ban visibility is 50% of the value of the advisory visibility, which in this case is ¾ for the ILS and 1 ½ for the LOC approach


Remember the order of precedence for observed Visibilities: 1) REPORTED RVR

2) REPORTED GROUND VISIBILITY at the airport

3) VISIBILITY OBSERVED BY THE PIC

However, Ground Visibility will only effect approach ban at airports south of the 60* parallel due to the fact that if no RVR, runway visibility, or ground visibility is reported, how can there be an approach ban in effect?


The following chart shows minimum RVR values for a CAT ll approach

The following chart shows minimum RVR values for a CAT lll approach for fixed wing aircraft

RVR type Fixed Wing Helicopter

RVR ‘A’ and ‘B’ A:1200/B:600 A:1200/B:0

RVR type CAT lllA CAT lllB CAT lllC

‘A’-’B’ and ‘C’ A:600 B:600 C:600

NOT AUTHORIZED

NOT AUTHORIZED

APPROACH PROCEDURESContact Approach:

Defined as an approach done by an aircraft under an IFR flight plan that, when cleared by ATC, can deviate from the published approach with visual reference to the ground

The Airport must have a functioning instrument approach

In order to be cleared for a Contact Approach, the PILOT must request it

In the event of a missed approach, the PIC is responsible for terrain and obstacle clearance

Weather Requirements: Must have at least 1NM FLIGHT VISIBILITY

Aircraft must operate clear of clouds

APPROACH PROCEDURESContact Approach:

The PIC must ensure to maintain 1000 feet above of all obstacles within a 5NM radius of the aircraft

ATC will provide traffic separation from other IFR aircraft only

ATC will give missed approach instructions if there is doubt that the aircraft will land, but the PIC is still responsible for obstacle clearance

APPROACH PROCEDURESVisual Approach:

Defined as an approach done by an aircraft operating under an IFR flight plan that, when flying in VMC conditions, can deviate from the published IFR approach and fly it visually

Weather Requirements: Ground visibility must be at least 3SM

The reported ceiling must be at least 500 feet above the minimum IFR altitude


A visual approach can only be completed if: The pilot reports the airport in sight

At a controlled airport only, reports seeing the preceding aircraft and is given instruction to follow that aircraft visually (if the pilot can see the airport but not the preceding aircraft, ATC will provide traffic separation until the aircraft lands or the pilot has the traffic in sight)


When ATC clears an aircraft for a visual approach, the PIC is responsible for: All Traffic separation if flying into an uncontrolled airport (preceding aircraft that ATC has told you

to follow at controlled airports)

Wake turbulence separation

“Self vectors” to final approach

Noise abatement procedures and other airspace restrictions


Due to the fact that a Visual approach is not an IFR maneuver, there is no missed approach segment, however, in the event of a go around: Controlled Airport: Aircraft will be given an instruction or clearance for altitudes and vectors from

the tower

Uncontrolled Airport: Aircraft are to maintain clear of cloud and land as soon as possible. Traffic separation is still the pilots responsibility, if unable to land visually anymore the pilot must obtain an IFR clearance from the appropriate ATC unit

APPROACH PROCEDURESCircling Approach:

This is a procedure that consists of an IFR approach and a Visual maneuver. An aircraft will conduct an IFR approach down to CIRCLING MINIMUMS for one runway, if the pilot has visual contact with the intended landing runway, he/she will visually align the aircraft to final approach

The pilot must maintain visual reference at all times, if at anytime they lose contact with the airport/runway, a go around must be completed

Minimum circling ALTITUDES protect aircraft within their circling category by 300 FEET above the highest obstacle


An aircraft’s category is based on its intended approach speed (INDICATED AIRSPEED) during the circling maneuver

This chart means that an aircraft with a circling speed of 125 KIAS (category C) would be protected by at least 300 feet above the highest obstacle within 1.7 NM when it maintains the category C circling minimums published on the approach plate

CATEGORY INDICATED AIRSPEED

CIRCLING DISTANCE

A 0-90kts 1.3 NM

B 91-120kts 1.5 NM

C 121-140kts 1.7 NM

D 141-165kts 2.3 NM

E (Military Charts Only)

>165kts 4.5 NM


If an aircraft needs to do a Missed Approach Procedure while on a Circling approach, the following procedures apply: Turn towards the center of the airport

Do the missed approach procedure for the runway in which the instrument approach was conducted on

IFR REVIEW

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