References:

 Part-­‐FCL,  Part-­‐NCO,  SERA,  UK  ANO,  UK  iAIP,  ICAO  Pans-­‐OPS  

 
Air  law  and  Flight  planning    
Demonstrate  how  to  find  in  Part-­‐FCL  or  CAP804:  
1. The  privileges  of  the  holder  of  an  EASA  IR/EIR  
Part  I  -­‐  Section  4  -­‐  Part  G  -­‐  Subpart  1  
The  holder  of  an  EASA  IR  (A)  may  exercise  the  privileges  of  the  rating  to  fly  EASA  
aeroplanes   registered   in   the   EU   and   non-­‐EASA   aeroplanes   registered   in   the   UK  
that   come   within   the   privileges   of   the   licence   and   the   valid   ratings   included   in  
the  licence.    
IR  –  Privileges  
(a)  The   privileges   of   a   holder   of   an   IR   are   to   fly   aeroplanes   under   IFR   with   a  
minimum  decision  height  of  200  feet  (60  m).  
(b)  In   the   case   of   a   multi-­‐engine   IR,   these   privileges   may   be   extended   to   decision  
heights   lower   than   200   feet   (60   m)   when   the   applicant   has   undergone   specific  
training   at   an   ATO   and   has   passed   section   6   of   the   skill   test   prescribed   in  
Appendix  9  to  this  Part  in  multi-­‐pilot  aeroplanes.  
(c)  Holders   of   an   IR   shall   exercise   their   privileges   in   accordance   with   the  
conditions  established  in  Appendix  8  to  Part-­‐FCL.  
2. The  validity  period  of  an  EASA  IR/EIR  
An  IR(A)  shall  be  valid  for  1  year.    
3. The  revalidation/renewal  requirements  for  an  EASA  IR/EIR  
Revalidation:   An   IR(A)   shall   be   revalidated   within   the   3   months   immediately  
preceding  the  expiry  date  of  the  rating.  Applicants  who  fail  to  pass  the  relevant  
section  of  an  IR(A)  proficiency  check  before  the  expiry  date  of  the  IR(A)  shall  not  
exercise  the  IR(A)  privileges  until  they  have  passed  the  proficiency  check.    
Renewal:   If   an   IR(A)   has   expired,   in   order   to   renew   their   privileges   applicants  
shall:   go   through   refresher   training   at   an   ATO   to   reach   the   level   of   proficiency  
needed   to   pass   the   instrument   element   of   the   skill   test   in   accordance   with  
Appendix   9   to   Part-­‐FCL;   and   complete   a   proficiency   check   in   accordance   with  
Appendix9toPart-­‐FCL,in   an   aeroplane.   If   the   IR(A)   has   not   been   revalidated   or  
renewed  within  the  preceding  7  years,  the  holder  will  be  required  to  pass  again  
the  IR  theoretical  knowledge  examination  and  skill  test.    
 
Demonstrate  how  to  find  in  the  iAIP  information  related  to:    
4. Requirements   for   the   carriage   of   radio   and   radio   navigation  
equipment  
iAIP:  ENROUTE  part  4.1  -­‐  4.5    
5. The   instrument   flight   rules   and   requirements   for   IFR   flight   in  
controlled  and  uncontrolled  airspace  
CAP32:  ENROUTE  part  1-­‐3-­‐1    
6. Explanatory   information   for   the   decode   of   meteorological   charts,  
forecasts  and  observations  
See  met-­‐office  booklet  (decodes:  p8-­‐17).    
7. Airway  designations  and  frequencies  
iAIP:  ENROUTE  part  1-­‐4-­‐1  
8. Information   on   airspace   restrictions   such   as   danger   and  
restricted  areas  
CAP32:  ENROUTE  part  1-­‐3-­‐1  
 9. Information   regarding   radio   navigation   aid   frequencies   and  
coverage  
iAIP:  AERODROMES;  alphabetic  order  of  airports    
10. Runway  declared  distances  for  a  specified  airfield  
iAIP:  AERODROMES;  alphabetic  order  of  airports    
11. Facilities  available  (e.g.  fuel)  at  a  specific  airfield  
iAIP:  AERODROMES;  alphabetic  order  of  airports    
 
Aerodromes,  markings,  signs  and  lightning    
Describe  the  meaning  of  various  airfield  markings,  signs  and  lights  including:  
12. Taxiway  centre  and  edge  lights  
Taxiway   Centre   Line   Lights   -­‐   provided  on  an  exit  taxiway,  taxiway  and  apron  
intended  for  use  in  runway  visual  range  conditions  less  than  a  value  of  350m,  in  
such  a  manner  as  to  provide  continuous  guidance  from  the  runway  centre  line  to  
the  point  on  the  apron  where  aircraft  commence  maneuvering  for  parking.  These  
lights   need   not   be   provided   where   there   is   a   low   volume   of   traffic   and   taxiway  
edge   lights   and   centerline   marking   provide   adequate   guidance.   Taxiway   centre  
line   lights   shall   be   provided   on   a   runway   forming   part   of   a   standard   taxiway  
route   and   intended   for   taxiing   in   runway   visual   range   conditions   less   than   a  
value   of   350m.   Taxiway   centre   line   lights   are   fixed,   variable   intensity   showing  
green   such   that   the   light   is   visible   only   from   the   airplanes   on   or   in   the   vicinity   of  
the   taxiway.   Within   the   ILS/MLS   critical/sensitive   area,   the   centre   line   lights   are  
alternating  green  and  yellow.  Where  aircraft  may  follow  the  same  centre  line  in  
both  directions,  all  the  centre  line  lights  shall  show  green  to  aircraft  approaching  
the  runway.  
Taxiway   Edge   Lighting   -­‐   provided  along  the  edges  of  holding  bays,  de/anti-­‐icing  
facilities,  aprons  etc.  It  is  intended  for  use  at  night  on  taxiways  not  provided  with  
taxiway   centre   line   lighting.   Where   a   runway   forms   part   of   a   standard   taxi   route  
intended   for   use   at   night   and   no   taxiway   centre   line   lighting   exists,   edge   lights  
are   to   be   provided.   Taxiway   edge   lights   are   fixed,   variable   intensity   Omni-­‐
directional  blue.  
13. Surface  location  and  direction  markings  and  signs  
Information  Signs  (except  location  signs)  consist  of  an  inscription  in  black  on    a  
yellow  background.    
Location   Signs   consist   of   an   inscription   in   yellow   on   a   black   background   and  
where  it  is  a  stand-­‐alone  sign,  has  a  yellow  border.    
14. Guard  lights  and  stop  bars  
Runway  Guard  Lights  -­‐  used  to  warn  pilots  and  drivers  of  vehicles  that  they  are  
about  to  enter  an  active  runway.  They  are  installed  at  the  entrance  to  runways  
used  in  RVR  conditions  less  than  550m  where  a  stop  bar  is  not  fitted,  and  in  RVR  
conditions   of   550   -­‐   1200m   where   traffic   density   is   high.   There   are   two  
configurations   of   runway   guard   lights   known   as   Configuration   A   and  
Configuration   B.   The   lights   are   flashing   yellow   and   show   in   the   direction   of  
taxiing  aircraft.  
Stop  bars   -­‐   an   aircraft   taxiing   on   the   maneuvering   area   shall   stop   and   hold   at   all  
lighted  stop  bars  (used  in  poor  visibility)  and  may  only  proceed  when  the  lights  
are  switched  off.  
 
 
 15. Runway  taxi  holding  position  markings  and  signs    
Holding   points   are   established   at   the   entrance   to   all   runways.   It   is   not  
uncommon   for   there   to   be   more   than   one   holding   point   at   the   entrance   to   a  
runway.   A   runway-­‐holding   position   marking   is   to   be   displayed   at   a   runway-­‐
holding   point.   The   actual   holding   position   is   indicated   by   the   mandatory   sign,  
which   will   be   displayed   on   at   least,   the   left   hand   side   of   the   taxiway   as   the  
airplane  approaches  the  runway.  Ideally  the  sign  should  be  on  both  sides  of  the  
taxiway.   The   marking   is   to   extend   all   the   way   across   the   taxiway.   The   position  
may   be   augmented   by   stop   bars   or   runway   guard   lights.   A   runway   holding   point  
may  also  be  established  where  the  approach  to  a  runway  passes  over  a  taxiway  
to   another   runway.   In   this   case,   the   associated   sign   will   specify   what   the   holding  
point  is  for.  (Runway markings are white.)  

Departure  procedures    
Describe   the   departure   procedure   including   radio   frequencies   and   navigation  
aids   to   be   used,   expected   clearances,   headings,   tracks,   altitudes   and   level  
restrictions,   any   other   restrictions   such   as   noise   abatement   procedures,   sector  
safe  altitudes  and  climb  performance  requirements.    
 
En-­‐route  procedures  
Describe   the   structure   and   classification   of   various   notified   airspace   including  
airways,  control  areas  and  control  zones:  
16. With   regards   to   cruising   levels   -­‐   describe   how   to   determine   a  
suitable  altitude  or  level  to  fly  
-­‐ Semi  circular  /  Quadrantal  rule    
-­‐ Check  in/outside  controlled  airspace  /  dangerous  areas  /  military  
-­‐ Obstacle  clearance  (highest  obstacle  +  1000’  +  200’)    
17. For   a   routing   that   is   planned   outside   of   controlled   airspace,  
describe  how  to  determine  a  suitable  altitude  or  level  to  fly    
As  stated  above.    
18. What  is  your  understanding  of  MEA  (minimum  en-­‐route  altitude),  
MSA   (minimum   safe   altitude)   and   MEF   (Maximum   Elevation  
Figures)?    
MEA   =   the   safe   altitude   which   the   airway   i.e.   5nm   either   side   of   the   airway  
centerline,  and  a  minimum  altitude  at  which  radio  reception  is  guaranteed.    
MSA  =  supplied  by  the  controlling  authority,  and  provides  up  to  1000’  obstacle  
clearance   within   a   25nm   radius   from   the   navigational   facility   upon   which   the  
MSA   is   predicted.   If   the   radius   is   other   than   25nm   it   is   stated.   This   altitude   is   for  
emergency   use   only   and   does   not   necessarily   guarantee   NAVAID   reception.  
When   the   MSA   is   divided   into   sectors,   with   each   sector   a   different   altitude,   the  
altitudes  in  these  sectors  are  referred  to  as  “minimum  sector  altitudes”  
MEF  =  highest  known  feature  in  each  quadrangle,  including  terrain  and  obstacles  
and  allowing  for  unknown  features.    
19. How  did  you  calculate  the  MEA  and/or  MSA  for  today’s  flight?    
MEF:    read  off  the  chart,  where  MEF  is  stated  per  section.      
MSA:  look  for  the  highest  obstacle  in  each  section;  add  1000ft  plus  another  200ft  
(oxford)  safety  factor.  300’  for  an  additional  added  device  is  already  included  in  
the  chart.    
 
 20. How   would   you   plan   to   enter/cross   this   airspace   IFR   (examiner  
indicates:  MATZ/ATZ/CTZ/CTA)?    
• MATZ  /  ATZ  penetration  
AC:  Corbal  approach,  G-­‐AWAB,  request  traffic  service,  MATZ  and  ATZ  
penetration  
TWR:  G-­‐AWAB,  Corbal  approach,  pass  your  message  
AC:  G-­‐AWAB,  PA28,  (route),  (post),  altitude  3000’,  QNH  1008,  VFR,  tracking  to  …,  
squacking  7000,  request  traffic  service,  MATZ  and  ATZ  penetration  
• CTZ  /  CTA  (control  zones  and  areas)  
AC:  Melcham  radar,  G-­‐AWAB,  request  traffic  service  and  zone  transit    
RADAR:  G-­‐AWAB,  Radar,  pass  your  message  
AC:  G-­‐AWAB,  PA28,  From…to…,  (position),  altitude  3000’,  QNH  1008hP,  VFR,  
heading  281  degrees,  squawking  7000,  request  traffic  service  and  zone  transit  
21. What   actions   would   you   take   if   a   clearance   was   not   obtained  
before  reaching  the  boundary  of  the  indicated  airspace?    
Going  into  a  holding  pattern  outside  controlled  airspace  till  clearance  is  obtained  
plus  contact  controller  to  request  clearance.    
22. Describe  the  procedure  and  simulate  an  appropriate  radio  call  to  
ATC   to   leave   an   airway   (laterally   or   by   descent)   in   order   to  
continue  to  a  destination  outside  controlled  airspace  
AC:  G-­‐RDVC,  request  permission  to  leave  controlled  airspace  by  descent  
TWR:   G-­‐RDVC,   cleared   to   leave   controlled   airspace   by   descent.   Report   passing  
altitude  5500  feet  Wessex  1014.    
23. Describe  how  to  activate  a  previously  filed  IFR  flight  plan  
Activating  a  Flight  Plan  may  be  done  by  asking  an  ATSU  by  radio:  
AC:  G-­‐CD,  departed  Seton  at  38  request  activate  flight  plan  
ATSU:  G-­‐CD,  departure  time  38  will  activate  flight  plan.    
24. Describe  how  to  close  an  IFR  flight  plan,  for  example  to  continue  
en-­‐route  VFR.    
An  IFR  flight  plan  can  be  cancelled  through  a  radio  call:    
AC:  Wrayton  Control,  G-­‐CD,  cancelling  my  IFR  flight.  
Controller:  G-­‐CD,  Roger,  IFR  flight  cancelled  at  47  
 
Arrival  procedures    
STAR  -­‐  describe  the  arrival  procedure  including  frequencies  and  navigation  aids  
to  be  used,  expected  clearances,  headings,  tracks,  level  and  altitude  restrictions,  
any   other   restrictions   such   as   speed   limits,   sector   safe   altitude   sand   descent  
requirements.    
 
Approach  procedures    
Published   instrument   approach   procedures   -­‐   describe   the   approach   procedure  
from  initial  approach  to  missed  approach  including  frequency  and  nav  aids  to  be  
used,   sector   safe   altitudes,   the   lateral   and   vertical   profile,   IAF/FAF/MAPt,  
aerodrome   operating   minima,   approach   lighting   system,   the   effect   of   system  
failure  (glideslope  /  DME  /  approach  lights)  on  the  way  in  which  the  approach  is  
flown  and  nay  adjustments  to  minima,  missed  approach  procedure  and  holding  
procedure.    
 
 25. Discuss   the   relationship   between   the   terms:   DA,   DH,   OCA,   OCH,  
MDA,  MDH  
Decision   Altitude   (DA)/Decision   Height   (DH)   is   used   for   Precision   Approaches  
(ILS).   Decision   altitude   is   referenced   to   mean   seal   level   and   decision   height   is  
referenced   to   the   threshold   elevation.   A   point   at   which   a   missed-­‐approach  
procedure   must   be   initiated   if   the   required   visual   reference   has   not   been  
established.    
Obstacle   Clearance   Altitude   (OCA)   /   Obstacle   Clearance   Height   (OCH)   used   to  
establish  compliance  with  appropriate  obstacle  clearance  criteria.    
Minimum   Descent   Altitude   (MDA)/Minimum   Descent   Height   (MDH)   is   a  
specified  altitude/height  in  a  Non  Precision  Approach  (NDB,  VOR,  GPS,  VlLOC)  or  
Circling  approach  below  which  descent  must  not  be  made  without  the  required  
visual  reference.    
26. Explain  what  is  meant  by  the  term  ‘appraoch  ban’  with  regard  to  
commencing  and  continuing  an  instrument  approach  
When   reported   meteorological   visibility   is   below   minimums,   and   you   can’t  
continue  on  past  the  outer  marker  or  equivalent.    
27. What  is  the  legal  basis  for  the  approach  ban?    
RVR  only    
28. Discuss  the  differences  between  RVR,  reported  met  visibility  and  
calculated  met  visibility  and  the  significance  of  each  with  regard  
to  commencing  and  continuing  and  instrument  approach    
RVR  =  Runway  Visual  Range  -­‐  the  maximum  distance  at  which  the  runway,  or  the  
specified   lights   or   markers   delineating   it,   can   be   seen   from   a   position   above   a  
specified   point   (cockpit)   on   its   center   line.   Visibility   sensors   located   alongside  
and  higher  than  the  centerline  of  the  runway  normally  determine  this  value.  RVR  
is  calculated  from  visibility,  ambient  light  level,  and  runway  light  intensity.  

Straight-­‐in   approach   minima   are   often   expressed   in   terms   of   RVR.   Following  

widely   used   procedures,   many   airline   operators   convert   the   reported  
meteorological   visibility   into   an   equivalent   RVR   value,   called   CMV.   This  
conversion   is   applied   by   the   pilot   only   for   landing,   when   the   required   RVR  
minimum  is  equal  or  above  800  m  (1/2  sm)  and  when  the  RVR  is  not  available  (a  
reported  RVR  above  its  2000  m  limit  is  considered  as  being  not  available).    

Met   visibility   may   not   be   converted   to   RVR   when   RVR   is   available   or   for  
calculating  take  off  minima  for  CAT  II  or  CAT  III  minima.  The  conversion  depends  
upon  day  or  night,  and  also  the  lighting  facilities:  
High  Intensity  approach  &  runway  lighting  
RVR  =  met  vis  x  1.5  (daytime),  met  vis  x  2.0  (night  time)  
Any  other  lighting  facilities  
RVR  =  met  vis  x  1.0  (daytime),  met  vis  x  1.5  (night  time)  
No  lighting  
RVR  =  met  vis  x  1.0  (daytime).  Cannot  be  converted  at  night.  
 
The  commander  or  the  pilot  to  whom  conduct  of  the  flight  has  been  delegated  
may  commence  an  instrument  approach  regardless  of  the  reported    
 
 
RVR/Visibility  but  the  approach  shall  not  be  continued  beyond  the  outer  marker,  
or  equivalent  position,  if  the  reported  RVR/visibility  is  less  than  the  applicable  
minima.  
29. What   is   the   significance   of   operating   single-­‐pilot   when  
calculating  approach  minima?    
For  single  pilot  operations  in  an  airplane,  the  minimum  RVR  for  all  approaches  
shall  not  be  less  than  800  m  unless  using  a  suitable  autopilot  coupled  to  an  ILS  or  
MLS,  in  which  case  normal  minima  apply.  The  Decision  Height  applied  must  not  
be  less  than  1.25  x  the  minimum  use  height  for  the  autopilot.  
RVR  =  800m  /  RVR  stated  on  the  plate  à  whichever  is  higher!!    
30. State   the   required   visual   references   before   continuing   an  
approach  below  DA/H  or  MDA/H    
The  runway  threshold,  identified  by  at  least  one  of  the  following:  the  beginning  
of  the  runway  landing  surface,  the  threshold  lights,  or  the  runway  end  identifier  
lights  (REIL).  
31. Discuss  what  is  mean  by  term  ‘Constant  Descent  Final  Approach  
(CDFA)’  and  explain  how  to  fly  a  CDFA  approach  in  your  aircraft  
CDFA   is   a   technique   for   flying   the   final   approach   segment   of   a   non-­‐precision  
approach   as   a   continuous   descent.   The   technique   is   consistent   with   stabilized  
approach   procedures   and   has   no   level   off.   A   CDFA   starts   from   an   altitude/height  
at   or   above   the   FAF   and   proceeds   to   an   altitude/height   approximately   50   feet  
(15   meters)   above   the   landing   runway   threshold   or   to   a   point   where   the   flare  
maneuver  should  begin  for  the  type  of  aircraft  being  flown.  
32. Explain   what   is   meant   by   the   term   ‘Pressure   Error   Correction  
(PEC)’  and  indicate  what  PEC  should  be  applied  for  your  aircraft    
The  altimeter  is  "fed"  with  static  pressure    (it  is  an  aneroid  barometer).  
Accurate  pressure  sensing  depends  on  the  position  of  the  static  source/port  on  
the  airplane.  Various  aerodynamic  effects  may  cause  the  sensed  pressure  to  be  in  
error.  This  error  is  termed  position  or  pressure  error.  By  design,  this  error  will  
be   minimal   when   the   airplane   is   in   the   clean   configuration,   but   when   dirty   the  
error  may  be  magnified.    
When  flying  an  approach  you  apply  the  position  error  correction  or  alternatively  
add  50ft  (non  precision  approach)  or  20ft  (precision  approach).    
 
Circling  approach  procedures    
33. Explain  what  is  meant  by  the  term  ‘Visual  Manoeuvring  (circling)’    
Visual   Maneuvering   =   "circling   to   land   after   an   instrument   approach"   a  
procedure  which  can  take  place  within  a  specified  radius  of  the  airfield,  (usually  
within  the  normal  visual  circuit  pattern),  and  involves  an  IFR  aircraft  making  an  
instrument  approach  to  one  runway  then  circling  to  land  on  another  (visual).    
The   height   of   obstacles   within   that   area   is   taken   into   account   when   the   visual  
maneuvering  height  for  the  procedure  is  calculated.  
If   the   cloud   base   is   below   the   published   visual   maneuvering   height   for   the  
aircraft  category  at  the  airfield,  then  circling  to  land  is  not  permitted.  
34. Describe  how  to  calculate  circling  minima  for  a  specific  approach    
Shown  on  approach  plate.    
35. State   the   conditions   to   be   fulfilled   before   descending   below  
MDA/H  from  a  circling  approach    
Stable,  visual.  
 36. Describe   how   to   fly   a   missed   approach   procedure   if   visual  
reference  is  lost  during  a  circling  approach  procedure    
As  stated  on  the  approach  plate  /  as  instructed  by  ATC.    
 
Holding  procedures    
37. Describe  the  three  heading  entry  procedures  for  a  hold    
1. Parallel:   Fly   to   the   fix,   and   turn   onto   a   outbound   heading   to   fly   parallel   to  
the   inbound   track   on   the   non-­‐holding   side   for   a   period   of   1min   plus   or  
minus   1sec   per   knot   wind   correction.   Then   turn   in   the   direction   of   the  
holding   side   through   more   than   180degrees   to   intercept   the   inbound  
track  to  the  fix.  On  reaching  the  fix,  turn  to  follow  the  holding  pattern.    
2. Offset:  Fly  to  the  fix,  and  turn  onto  a  heading  to  fly  a  track  on  the  holding  
side  at  30degrees  offset  to  the  reciprocal  of  the  inbound  track  for  a  period  
of   1min   plus   or   minus   1sec   per   know   wind   correction.   Then   turn   in   the  
direction  of  the  holding  pattern  to  intercept  the  inbound  track  to  the  fix.  
On  reaching  the  fix,  turn  and  follow  the  holding  pattern.    
3. Direct:   Fly   to   the   fix,   and   turn   to   follow   the   holding   pattern.   If   the   turn  
onto   the   outbound   heading   is   less   than   180degrees   but   greater   than  
70degrees,  then  hold  your  heading  for  an  appropriate  time  past  the  fix  (5-­‐
15sec)   before   commencing   a   rate   one   turn   onto   an   outbound   track  
(extreme  direct).    
38. Explain   how   to   make   appropriate   adjustments   to   heading   and  
time  to  compensate  for  the  effect  of  wind  in  a  hold    
Heading  correction  à    
Max  drift  =  60/TAS  x  wind  speed  (max  drift  =  wind  speed  /  2)    
Use   the   clock   method   (direction   wind   in   comparison   to   outbound   heading)   to  
determine   the   percentage   taken   from   the   maximum   drift   to   obtain   single   drift  
(SD).    
60degrees  difference  =  full  drift  
30degrees  difference  =  ½  of  maximum  drift  etc.    
Correction   on   outbound   =   3   x   SD   or   2   x   SD   (when   new   heading   -­‐   heading   wind   is  
a  difference  less  than  30degrees)  into  the  wind.    
Correction  on  inbound  =  1  x  SD  into  the  wind.    
Time  correction  à    
Direct   crosswind   you   fly   for   1min.   Use   clock   method   and   max   drift   to   calculate  
the  adding  /  subtracting  time  for  head/  tailwind.        
39. Describe  what  a  pilot  expected  to  do  when  a  clearance  is  received  
with  an  expected  approach  time    
Expected   approach   time   is   the   time   at   which   ATC   expects   that   an   arriving  
aircraft,  following  a  delay,  will  leave  the  holding  fix  to  complete  its  approach  for  
a   landing.   The   actual   time   of   leaving   the   holding   fix   will   depend   upon   the  
approach  clearance.  
In   the   event   an   aircraft   is   held   en   route   or   at   a   location   or   aid   other   than   the  
initial  approach  fix,  the  aircraft  concerned  shall,  as  soon  as  practicable,  be  given  
an   expected   onward   clearance   time   from   the   holding   fix.   The   aircraft   shall   also  
be   advised   if   further   holding   at   a   subsequent   holding   fix   is   expected.   “Onward  
clearance   time”   is   the   time   at   which   an   aircraft   can   expect   to   leave   the   fix   at  
which  it  is  being  held.  
 
Altimeter  setting  procedures    
40. Describe  the  relationship  between  QFE,  QNH,  RPS  and  SPS    
QFE   =   altimeter   to   read   the   height   above   a   specific   aerodrome   or   ground   level,  
and  therefore  read  zero  on  landing.    
QNH  =  altimeter  to  read  altitude  above  mean  sea  level  within  a  certain  defined  
region.    
RPS   =   Regional   Pressure   Setting   is   the   lowest   forecast   of   QNH   for   an   altimeter  
setting  region  and  may  be  used  to  ensure  safe  terrain  separation  when  cruising  
at  lower  altitudes.    
SPS   (QNE)   =   Standard   Pressure   Setting   (1013.2   mb)   if   set   indicates   Pressure  
Altitude  (Flight  Level),  and  is  used  by  all  aircraft  operating  above  the  transition  
altitude  to  provide  a  common  datum  for  vertical  measurement.    

                                                                 
 
41. Describe   the   relationship   between   height,   elevation,   altitude,  
transition  altitude,  transition  level  and  flight  level    
Height  =  the  measured  distance  above  the  ground  (QFE)    
Elevation  =  the  vertical  distance  of  a  level,  a  point,  or  an  object  considered  as  a  
point,  measured  from  a  specified  datum.  
Altitude   =   the   measured   distance   above   the   local   pressure   setting   (QNH)   or  
altitude  above  mean  sea  level.    
Transition   altitude   =   the   altitude   above   sea   level   at   which   aircraft  change   from  
the  use  of  altitude  to  the  use  of  flight  levels.  When  operating  at  or  below  the  TA,  
aircraft  altimeters  are  usually  set  to  show  the  altitude  above  sea  level.  Above  the  
TA,   the   aircraft   altimeter   pressure   setting   is   normally   adjusted   to   the   standard  
pressure  setting  of  1013  hectopascals  (millibars)  or  29.92  inches  of  mercury  and  
aircraft  altitude  will  be  expressed  as  a  flight  level.  
Transition   level   =   the   lowest   flight   level   available   for   use   above   the   transition  
altitude.  
Flight   level   =   the   measure   pressure   level   above   the   29.92in   /   1013millibar  
datum.    
                                                      
 
42. For  a  typical  IFR  flight,  explain  when  the  vertical  position  of  the  
aircraft   should   be   referenced   to   height,   altitude   and   which  
altimeter  setting  should  be  used    
Ground  checks;  you  set  QFE  to  reference  0’  where  after  you  set  QNH  (altitude).    
In  the  transition  layer  (when  FL  is  given)  à  you  set  1013  on  altimeters  and  you  
fly  Flight  Levels  thereafter.    
 
Transponder  procedures  
43. Explain  the  differences  between  mode  A,  C  and  S  
Mode  A  equipment  transmits  an  identifying  code  only.  
Mode   C   equipment   enables   the   ATC   to   see   the   aircraft   altitude   or   flight   level  
automatically.  
Mode  S  equipment  has  altitude  capability  and  also  permits  data  exchange.  
44. Explain   what   is   meant   by   the   terms,   ‘squawk   charlie’,   squawk  
ident’,  ‘squawk  standby’    
Squawk  charlie  -­‐  will  show  the  ATC  controller  your  full  data  tag  on  his  screen.  
Squawk  ident  -­‐  means  press  the  IDENT  button,  which  brings  up  a  special  signal  
on  the  radar  screen  and  allows  positive  identification  of  your  aircraft.  
Squawk   standby   -­‐   move   the   function   switch   from   on   to   standby   for   temporary  
suspension  of  the  transponder  operation.  
45. What   are   the   transponder   codes   to   indicate   ratio   failure   and  
emergence?  
Radio  failure  =  7600    
Emergency  =  7700  
 
Air  traffic  services  and  procedures    
46. In   the   UK,   what   are   the   air   traffic   services   available   outside   of  
controlled  airspace  and  the  ‘contract’  between  pilot  and  ATCO  for  
each  level  of  service?    
• Basic   service   =   avoidance   of   other   traffic   is   solely   the   pilot’s  
responsibility.   The   controller   will   pass   info   concerning   the   safe   and  
efficient   conduct   of   flight   (weather   changes,   serviceability   of   facilities,  
conditions  aerodromes  etc.)    
 • Traffic   service   =   provides   the   pilot   with   surveillance   derived   traffic   info  
on   conflicting   ac.   Pilot   is   responsible   for   collision   avoidance.   In   certain  
circumstance  it  provides  headings  and/or  levels.    
• Procedural   services   =   provides   de-­‐conflicting   advice   against   other   ac   in  
receipt   of   a   procedural   service   from   the   same   controller.   Avoidance   of  
other  ac  is  pilot’s  responsibility.    
• De-­‐confliction   service   =   provides   the   pilot   with   traffic   info   and   de-­‐
confliction   advice.   Avoidance   of   other   ac   is   ultimately   the   pilot’s  
responsibility.  Headings  and/or  levels  will  also  be  issued  for  positioning,  
sequencing  and/or  de-­‐confliction  advice.    
47. What  is  the  format  of  the  message  to  obtain  a  clearance  to  enter  
or  cross-­‐controlled  airspace?    
‘cleared  to  enter  controlled  airspace’.    
48. In   relation   to   the   planned   flight   today,   what   would   be   the   ‘lost  
comms’  procedure  if  2-­‐way  radio  contact  was  lost  at  this  point  of  
the  flight  (examiner  points  to  a  position  on  chart)?    
Air  –  Ground  
1.  Check  the  following  points:    
-­‐ The  correct  frequency  has  been  selected  for  the  route  being  flown.  
-­‐ The  Aeronautical  Station  being  called  is  open  for  watch.  
-­‐ The  aircraft  is  not  out  of  radio  range.
-­‐ Receiver  volume  correctly  set.  
2.  If  the  previous  points  are  in  order  it  may  be  that  the  aircraft  equipment  is  not  
functioning   correctly.   Complete   the   checks   of   headset   and   radio   installation  
appropriate  to  the  aircraft.  
3.   When   an   aircraft   station   is   unable   to   establish   contact   with   the   aeronautical  
station   on   the   designated   frequency   it   shall   attempt   to   establish   contact   on  
another  frequency  appropriate  to  the  route  being  flown.  If  this  attempt  fails,  the  
aircraft   station   shall   attempt   to   establish   communication   with   other   aircraft   or  
other  aeronautical  stations  on  frequencies  appropriate  to  the  route.    
4.   The   pilot   may   still   be   unable   to   establish   communication   on   any   designated  
aeronautical   station   frequency,   or   with   any   other   aircraft.   The   pilot   is   then   to  
transmit  his  message  twice  on  the  designated  frequency,  including  the  addressee  
for   whom   the   message   is   intended,   preceded   by   the   phrase   'TRANSMITTING  
BLIND'  in  case  the  transmitter  is  still  functioning.    
5.   Where   a   transmitter   failure   is   suspected,   check   or   change   the   microphone.  
Listen  out  on  the  designated  frequency  for  instructions.  It  should  be  possible  to  
answer  questions  by  use  of  the  carrier  wave  if  the  microphone  is  not  functioning  
(see  Chapter  8  paragraph  1.7.1).    
6.    In  the  case  of  a  receiver  failure  transmit  reports  twice  at  the  scheduled  times  
or   positions   on   the   designated   frequency   preceded   by   the   phrase  
'TRANSMITTING  BLIND  DUE  TO  RECEIVER  FAILURE'.    
7.   An   aircraft   which   is   being   provided   with   air   traffic   control   service,   advisory  
service   or   aerodrome   flight   information   service   is   to   transmit   information  
regarding   the   intention   of   the   pilot   in   command   with   respect   to   the   continuation  
of   the   flight.   Specific   procedures   for   the   action   to   be   taken   by   pilots   of   IFR   and  
Special  VFR  flights  are  contained  in  the  appropriate  AIP  ENR  and/or  AD  sections.    
 
 
Ground  –  Air    
After  completing  checks  of  ground  equipment  (most  airports  have  standby  and  
emergency   communications   equipment)   the   ground   station   will   request   other  
aeronautical   stations   and   aircraft   to   attempt   to   communicate   with   the   aircraft  
which  has  failed  to  maintain  contact.    
If  still  unable  to  establish  communication  the  aeronautical  station  will  transmit  
messages   addressed   to   the   aircraft   by   blind   transmission   on   the   frequency   on  
which  the  aircraft  is  believed  to  be  listening.    
These  will  consist  of:    
-­‐ The   level,   route   and   EAT   (or   ETA)   to   which   it   is   assumed   the   aircraft   is  
adhering.    
-­‐ The   weather   conditions   at   the   destination   aerodrome   and   suitable  
alternate   and,   if   practicable,   the   weather   conditions   in   an   area   or   areas  
suitable  for  descent  through  cloud  procedure  to  be  effected.  (See  AIP  ENR  
Section.)    
 
Fuel  planning  
49. How  did  you  calculate  the  required  fuel  for  this  IFR  flight?    
24gallons  per  hour  usage  +  taxi  fuel  +  alternate  fuel  +  contingency  +  final  reserve  
fuel.    
50. What   are   the   requirements   for   calculating   the   amount   of   fuel   to  
be   carried   for   an   IFR   flight?   (trip   fuel,   reserve   fuel,   contingency  
fuel,  holding  fuel  etc)    
Taxi  fuel   15min  (6  gallons)  
Trip  fuel   From   TO   to   final   destination,   including   intermediate  
approaches  at  en-­‐route  airfields  (24gallons  per  hour)    
Alternate  fuel   Time   to   alternate   @   24   gallons/hr   plus   6gallons   for  
instrument  approach  to  land    
Contingency     10%  of  the  total  of  the  above  figures  
Final  reserve   45min  holding  at  diversion  (18  gallons)    
51. How  have  you  determined  the  expected  fuel  consumption  for  this  
flight?    
Using  the  figures  stated  above.    
52. How  will  you  monitor  actual  fuel  usage  in  flight?    
With  the  use  of  your  navlog:  using  the  calculated  fuel  required  in  comparison  to  
fuel  left  in  tanks  after  completion  of  the  flight  leg.    
 
Pre-­‐flight  preparation    
53. What  are  the  maintenance  requirements  for  this  aircraft?    
Aircraft  technical  acceptance;  review  of  compliance  to  the  below  identified  items  
must  be  included  in  ac  inspection:    
-­‐ Continues  Airworthiness  Inspections    
-­‐ Airworthiness  Directives  
-­‐ Mandatory  Service  Bulletins  
-­‐ Aircraft  Registration  Certificate  
-­‐ Aircraft  Flight  Manual  
-­‐ Audit  of  Aircraft  Technical  Logs  and/or  Records  
-­‐ Inoperable  Equipment  
-­‐ Minimum  Equipment  List  
 -­‐ Variances   in   aircraft   make-­‐and-­‐model   equipment,   systems,   operating  
weights  etc.    
-­‐ Previous  damage  assessment  and/or  repair  certification  
Routine  maintenance:    
-­‐ A1  check  before  each  flight  (carried  out  by  pilot)  
-­‐ A  check;  before  each  day’s  flying  or  on  return  from  maintenance  or  defect  
rectification  (carried  out  by  pilot)  
-­‐ Check  1:  Every  100  flying  hours  /  6  monthly  whichever  occurs  first  
-­‐ Check  2:  Every  200  hours  
-­‐ Annual  check:  Every  12  calendar  months  
-­‐ Airworthiness   Review   Certificate   (ARC):   Coincides   with   every   Annual  
check.   Initial   issue   in   year   1,   re-­‐issue   years   2   &   3   -­‐   cycle   starts   again   in  
year   4.   The   ARC   is   a   validation   of   the   Certificate   of   Airworthiness   (C   of   A)  
of  the  aircraft,  the  C  of  A  itself  being  a  permanent  document.  
54. Explain  what  is  meant  by  the  term  ‘minimum  equipment  list’?  Is  
there  a  MEL  for  your  aircraft?    
Minimum   equipment   required   on-­‐board   for   the   aircraft   to   be   airworthiness.   The  
MEL   is   used   as   a   reference   to   check   if   deferred   items   restrict   flying.   Yes   (ops  
manual  in  the  techlog).    
55. How   are   deferred   defects   recorded   and   cleared?   Are   they   any  
outstanding  deferred  defects  for  your  aircraft?    
Recorded   in   the   tech   log   and   checked/repaired   by   maintenance   if   required.  
Check  for  outstanding  defects.  
56. When   planning   a   route   -­‐   what   are   the   requirements   for   the  
selection  of  alternates?  
-­‐ Weather  (rvr,  cloudbase,  wind,  NOTAMs  etc)    
-­‐ Take  off  and  landing  distance  runway  
-­‐ Operational  hours    
-­‐ Must  be  within  50nm    
-­‐ Runway  conditions      
57. What   are   the   minimum   met   conditions   (forecast   and   actual)  
required   for   departure?   En-­‐route?   At   destination   airfield?   At  
alternate  airfield?    
-­‐ Cloud  base  300’  or  higher  and  the  visibility  800m  or  more  
-­‐ If  the  cloud  base  is  below  DH  (DA  270’)  for  RW19  or  MDH  (MDA-­‐270’)  for  
RW01  and/or  the  visibility  is  less  than  RVR  or  circling  in-­‐flight  visibility  
for  the  runway  in  use,  is  there  a  suitable  diversion  within  50nm  of  Oxford  
-­‐ The   Oxford/Brize   are   should   be   forecasted   for   at   least   600’   cloud   base  
and  1500m  visibility  when  you  return  
-­‐ Destination   airfield   should   have   W/V   within   your   limits   and   weather  
actual/forecast/RVR   within   limits   for   the   relevant   DH/MDH/Circling  
minima.    
58. What   procedures   do   you   have   for   managing   ice   and   other  
contaminants  on  the  airframe  before  dispatch?  
In  case  of  ice  before  departure;  do  not  take  the  aircraft.    
Sometimes  you  are  able  to  scrape  off  the  icing    
In  case  of  de-­‐icing:  done  by  the  engineers  /  check  OPS  manual.    
 
 59. What   procedures   do   you   have   for   managing   ice   and   other  
contaminants  on  the  airframe  during  flight?  
-­‐ Pitot  heat  
-­‐ Carb  heater    
-­‐ Wind  shield  de-­‐icing  system    
-­‐ Prop  boots  /  LE  surface  boots  
-­‐ Airframe  icing  drill    
60. What  procedures  do  you  have  for  monitoring  and  clearing  engine  
(induction  system)  ice  during  flight?    
Carburettor  heater  
61. What  documents  are  required  to  be  carried:    
o For  a  flight  beginning  and  ending  at  the  same  aerodrome?  
-­‐ Technical  Log  
-­‐ Certificate  or  Airworthiness    
o For   a   flight   beginning   at   one   aerodrome   and   landing   at  
another  aerodrome?  
-­‐ Technical  Log  
-­‐ Certificate  or  Airworthiness    
-­‐ Airworthiness  Review  Certificate  
-­‐ Certificate  or  Release  to  Service  Radio  License  
-­‐ Crew  License  
-­‐ Operations  Manual  
-­‐ Certificate  of  Insurance  
-­‐ Flight  Manual  &  Weight  and  centre  of  gravity  schedule  
 
o For  an  international  flight?  
-­‐ Visual  interception  signals    
62. With   reference   to   a   suitable   document   show   me   when   you   must  
file  an  MOR  and  how  to  do  so.  
Mandatory  occurrence  report;  each  time  something  is  broken  (f.e.  engine  failure)  
63. How  do  you  access  the  NOTAM  service  and  check  for  any  NOTAM  
activity?    
NOTAM  website:  www.nats-­‐uk.ead-­‐it.com/public/index  
Unser  name:  Oxford,  Password:  Oxford  
64. Are  there  any  NOTAM  affecting  your  planned  flight  today?    
Check  pre  flight.    
65. Complete   a   flight   plan   for   the   flight   and   explain   the   meaning   of  
items  in  your  ATS  Flight  Plan    
See  Flight  Plan  page.    
66. What   consideration   have   you   given   to   en-­‐route   diversions  
airfields  in  the  event,  for  example,  of  a  rough  running  engine?    
Preferable   come   back   to   oxford   due   to   the   maintenance   (since   we   are   twin  
engine.    
67. If   the   expected   landing   runway   at   the   destination   is   not   aligned  
with   the   instrument   approach   procedure,   what   additional  
considerations  are  there?    
-­‐ Visual  perception  where  you  will  be  after  removal  of  the  screens.  The  
runway  can  be  far  left/right  depending  on  your  performance  and  the  
alignment  of  the  approach  with  the  runway.    
 -­‐ Missed  approach  procedure    
 
Meteorology    
Recommended  WX  MINIMA  for  IFR  skill  test:    
Visibility:  VFR  for  departure  and  arrival  
Cloud   base:   1000’   above   highest   obstacle   within   5nm   of   departure   aerodrome  
reference  point;  sufficient  for  descent  to  MSA  for  arrival.    
Wind:   surface   wind   30kts,   X-­‐wing   aeroplane   limits,   10kts   tail   on   ILS   and   final  
landing.  All  include  gusts  in  the  last  15mins.    
68. How  have  you  obtained  the  Met  information  for  this  flight?    
Websites:  MetOffice.gov.uk  and  Raintoday.co.uk    
69. Using  the  synoptic  chart  for  today,  identify  the  air  masses  present  
and  explain  any  associate  hazards.    
See  metoffice  website  +  booklet.    
70. Identify  the  symbols  used  on  the  synoptic  chart.    
See  metoffice  booklet.    
71. What  conditions  are  conductive  for  the  formation  of  airframe  ice  
in  flight?  
On  the  ground  -­‐  when  the  outside  air  temperature  is  +10degrees  or  lower  with  
visible  moisture  present.    
In  flight  -­‐  when  the  total  air  temperature  is  colder  than  +10degrees  but  warmer  
than  -­‐40degrees,  with  visible  moisture.    
72.  What   conditions   are   conductive   for   the   formation   of   engine  
(induction)  ice  in  flight?    
When   the   OAT   is   between   -­‐10degrees   to   +30degrees   with   a   high   humidity  
and/or  visible  moisture  present  in  the  air.    
73. What   actions   would   you   consider   to   mitigate   the   risks   of  
encountering  airframe  or  engine  icing?    
Airframe  icing  -­‐  Use  of  de-­‐icing  systems  on-­‐board.      
Engine  icing  -­‐  Use  the  carburettor  heat  system  at  regular  intervals  to  treat  icing  
in   the   carburettor   when   in   carburettor   icing   conditions.   The   carb   heat   system  
delivers  hot  air  from  the  engine  compartment  into  the  carburettor  that  melts  the  
build-­‐up  of  ice.    
74. What   are   the   conditions   for   the   formation   and   dispersal   of  
radiation  fog?    
-­‐ Cloudless  night;  allows  the  earth’s  surface  to  lose  heat  by  radiation.  
-­‐ Moist   air;   with   high   relative   humidity,   which   only   requires   a   slight  
cooling  to  reach  its  dew  point  temperature.    
-­‐ Light  winds;  between  2-­‐8kts.    
Disappears:  heavy  winds.  
75. What   are   the   conditions   for   the   formation   and   dispersal   of  
advection  fog?    
-­‐ Warm  moist  air  mass  flowing  across  a  colder  surface    
-­‐ Light  to  moderate  winds    
-­‐ Sea  fog;  very  cold  air  passes  over  warmer  sea    
Disappears:  less  moist  air,  a  change  of  wind  direction  or  heating  of  the  cool  
surface.  
 
 76. Indicate  how  would  you  select  an  alternate  if  the  forecast  for  the  
planned  destination  was  for  radiation  or  advection  fog.    
Check  weather  forecast  of  alternate  aerodromes.    
77. What   are   the   conditions   for   the   formation   of   towering   cumulus,  
cumulonimbus  and  thunderstorm  activity?    
-­‐ Moisture  present  in  the  air  
-­‐ A  lifting  action  to  cause  a  parcel  of  air  to  rise  (convection,  turbulence,  
frontal,  orographic)    
-­‐ Adiabatic  cooling  of  the  rising  air    
78. How   will   you   plan   to   avoid   known/forecast   areas   of   Cb   or  
thunderstorm  activity?    
Plan  around  it  in  terms  of  your  route  and  alternates  (fuel  burn).      
79. What   radio   or   nav   aids   might   be   affected   by   thunderstorm  
activity?    
Comms  +  ADF/NDB  
80. How   could   you   obtain   weather   information   for   certain  
aerodromes  when  enroute?  (VOLMET,  ATIS,  VOR  broadcast,  FIS)  
Request  in  the  air  /  listen  to  the  ATIS  frequencies.    
81. Decode  METAR,  TAF  and  SIGMET  information    
See  metoffice  booklet  or  their  website:      
https://secure.metoffice.gov.uk/aviation/metar_decode.jsp    
NOTAM  website:  www.nats-­‐uk.ead-­‐it.com/public/index  
Unser  name:  Oxford,  Password:  Oxford  
82. What   conditions   would   be   conductive   to   the   presence   of   wind  
shear?    
Windshear  is  any  variation  of  wind  speed  and/or  direction  from  place  to  place,  
including  updrafts  and  downdrafts.  The  stronger  the  change  and/or  the  shorter  
the  distance  within,  which  it  occurs,  the  greater  is  the  windshear.  Most  forms  of  
windshear   are   found   at   low   levels   (below   3000ft).   Windshear   generally   is  
present  to  some  extend  as  an  ac  approaches  the  ground  because  of  the  difference  
of   speed   and/or   direction   of   the   surface   wind   compared   with   the   wind   at  
altitude.   Windshear   is   detected   by   identifying   a   difference   in   wind   and/or  
temperature   between   two   places   or   identifying   certain   weather   phenomenon  
(Cumulonimbus  clouds  etc).      
83. What  actions  would  you  consider  following  a  wind  shear  report?    
-­‐ Go  around  
-­‐ Higher  threshold  speed  (no  official  SOP  from  CAE)    
 
Performance    
84. How  have  you  calculated  the  M&B  for  the  ac  today?    
Manual  and  computer  based  completion  of  M&B  sheet.    
85. What  would  be  the  effect  of  adding  and  additional  passenger?    
CG  position   Forward   Aft  
Stability   More   Less  
Stick  force   More     Less  
Drag   More     Less    
Stall  speed   Higher  Vstall   Lower  Vstall  
 
 86. How   does   the   W&B   change   as   a   result   of   burning   fuel/using   de-­‐
icing  fluid?    
During  flight,  fuel  burn  is  normally  the  only  weight  change  that  takes  place.  As  
fuel  is  used,  an  aircraft  becomes  lighter  and  performance  is  improved.  
Depending  on  the  location  of  the  CG  this  will  influence  controllability  of  the  ac.    
-­‐ Forward   movement   CG;   aircraft   is   more   stable,   harder   to   control   for  
the  flare  of  the  landing,  range  is  worse  (more  fuel  burn),  fly  at  slower  
speed  due  to  more  drag,  stall  at  a  higher  IAS.    
-­‐ After  movement  CG;  aircraft  is  less  stable,  good  controllability,  may  be  
hard   to   recover   from   a   stall,   less   fuel   burn   due   to   less   drag   that   is  
created.    
87. What   are   the   regulatory   requirements   for   ac   performance   (TO,  
climb,  landing  etc)  for  this  flight  today?    
Company  performance  criteria  (Take-­‐Off)    
-­‐ A  balanced  field  (TORA  =  TODA)  is  to  be  assumed  at  all  times.  This  is  
the  most  limiting  situation.    
-­‐ A  rotate  speed  of  77KIAS  is  to  be  used  at  all  times,  rather  than  66KIAS.    
-­‐ A  take-­‐off  power  of  35’’MAP/2575RPM  is  normally  to  be  used  rather  
than  the  quoted  40’’MAP/2575RPM.    
88. How   have   you   determined   TO   and   landing   performance   (TORR,  
TODR,   LRR,   LDR)   and   what   have   you   compared   these   figures   to  
(TORA,  TODA,  ASDA,  LRA,  LDA)?    
Compare  hard  copy  version  with  hand  written  version.    
Check  your  figures  with  the  SOP  (official  documents  from  the  aircraft)  to  make  
sure  you  used  the  correct  figures  of  the  aircraft.    
89. What   configuration   and   speed   is   assumed   when   using   the  
performance  tables/graphs  in  the  AFM/POH?  
TO  distance  
Full  power  before  brake  release  
Paved  level  dry  runway  
0degrees  flap  
66KIAS  @  lift  off    
71KIAS  @  the  barrier  
 
Landing  distance    
Standard  wheels,  tyres  and  brakes  
Throttles  closed  
40degrees  flaps  
Barrier  speed  87KIAS  
Touchdown  speed  61KIAS  
Paved  level  dry  runway  
Maximum  braking    
 
 
 
 
 
   
 90. Are   any   additional   factors   mandatory   /   advisory,   and   what  
additional  factors,  if  any,  have  you  used?    
Environmental  factoring:    
Condition   Added  TO  distance   Added  Landing  distance  
Dry  grass   1.20   1.15  
Wet  grass   1.30   1.35  
Wet  paved  surface   -­‐   1.15  
Soft  ground  or  snow     1.25   1.25  
 
91. What   is   your   Asymmetric   Committal   Height/Altitude?   What  
factors  have  you  considered  to  determine  the  value?    
In   the   event   of   an   asymmetric   go-­‐around,   the   aircraft   will   take   some   time   to  
clean   up   (i.e.,   approach   flaps   up,   landing   gear   up)   before   climbing   away.   The  
transition   time   for   approach   configuration   to   best   single   engine   rate-­‐of-­‐climb  
(Vyse)   will   involve   some   height   loss   due   to   poorer   aircraft   performance   (ie  
climbing   on   one   engine)   and   relatively   high   drag   from   the   dead   engine.  
Therefore,  with  ACH,  there  will  be  sufficient  time  for  the  aircraft  to  maintain  or  
accelerate  to  Vyse  and  still  be  able  to  maintain  directional  control  whilst  cleaning  
up.  
Factors  that  determine  ACH:    
-­‐ Power  output  live  engine;  as  the  force  giving  the  yaw  is  proportional  
to  the  thrust  on  the  live  engine,  more  rudder  is  required  to  maintain  
directional   control   as   the   thrust   is   increased   for   a   given   IAS.  
Therefore,   the   higher   the   thrust   form   the   live   engine,   the   higher   the  
IAS   at   which   the   pilot   reaches   full   rudder   deflection   and   directional  
control  is  lost.    
-­‐ Altitude  of  the  aerodrome;  since  the  thrust  from  the  live  engine  for  a  
given   throttle   setting   decrease   with   height,   the   asymmetric   effect   for  
full  power  at  altitude  is  less  than  at  SL.    
-­‐ Air   temperature;   the   warmer   air,   the   less   dense   it   is,   therefore,   ac  
performance  will  decrease.  
-­‐ Height   of   obstruction   along   the   take   off   path;   with   taller   trees   or  
power  lines,  it  will  be  more  challenging  therefore,  higher  ACH  should  
be  nominated.    
-­‐ Loading   (CG   position);   if   the   ac   has   an   aft   CG   at   the   time   of   engine  
failure,   the   effective   moment   arm   of   the   rudder   is   reduced,   since   all  
yawing   movements   take   place   about   the   CG.   The   greater   the  
permissible   limits   in   the   travel   of   the   CG,   the   larger   the   difference  
between  the  effect  of  engine  failure  at  the  two  CG  limits.    
-­‐ Asymmetric   drag;   asymmetric   drag   on   the   same   side   as   the   dead  
engine  may  be  produced  by  a  windmilling  propeller  engine  running  at  
idle.   Feathering   the   propeller   of   the   failed   engine   and   placing   such  
items   as   cooling   shutters   to   the   minimum   drag   position   can   reduce  
asymmetric  drag.    
 
ACA  =  200’  above  airfield  elevation!!    
 
 
 92. What   actions   would   you   take   on   an   asymmetric   approach   if   the  
runway  becomes  obstructed  after  you  have  passed  ACH/A?  
 Technically  you  have  to  continue.  Once  you  passed  ACA  you  might  not  be  able  to  
stay  clear  from  obstacles  in  the  climb  out  (go  around).    
93. If   you   have   not   received   a   landing   clearance   at/by   ACA/H   what  
will  you  do?    
Going  around.    
 
Instrument  Rating  requirements:    
-­‐ Transponder  C  
-­‐ 2  x  radio’s    
-­‐ 2  x  VOR’s    
-­‐ File  a  Flight  Plan  
-­‐ 2-­‐way  communication    
-­‐ Clearance  to  enter  controlled  airspace    
-­‐ Need  to  be  at  your  designed  level.