What is IFR?

IFR is classified as anything less than VFR

IFR Rating Privileges:

• Fly in IMC
• VFR OTT
• Class A airspace

Expiry?

• An IFR rating DOES NOT EXPIRE

Validity?

• Valid for 24 months (not the 1st day of the 25th month)
• Before the 1st day of the 13th month, you need 6 hours IFR and 6 approaches to minimums in the past 6 months.
• This can be simulated IFR, in a certified SIM, etc.
• After 24 months you need to do an Instrument Proficiency Check (IPC) with an instructor

IFR Group Ratings:

• Group 1: Multi Engine IFR, Multi Engine Centreline Thrust IFR, and Single engine IFR
• Group 2: Multi Engine Centreline thrust IFR and single engine IFR
• Group 3: Single Engine IFR only
• Group 4: Helicopter IFR only

Aircraft Requirements:

1. Attitude indicator
2. Vertical speed indicator
3. OAT gauge
4. Means to prevent icing in airspeed system
5. Power failure warning device
6. Alternative source of static pressure
7. Radio communication system
8. Sufficient Radio Navigation Systems to
   • Proceed to the destination aerodrome or proceed to another suitable aerodrome for landing
   • If aircraft is operated in IMC, conduct an instrument approach, and able to do a missed approach

CRAMMOGS - 2103 Briefing

1. Build - Input the approach into the GPS
2. Bug -
   • Set navigation frequencies and perform FITS check
   • Set IB course
   • Verify CDI is in the correct mode
   • Check RAIM
3. Brief
   • Chart - Top left and Top Right (correct approach on the correct runway at the correct city, and the same chart as your co-pilot)
   • Radio - Com frequencies are generally given through ATC and are on approach plate. Nav frequencies should be loaded and ready
   • Approach - Route to be flown in order to get from your current position to your missed approach point (transitions, directions, altitudes, rate of descents, distances, waypoints)
   • Missed Approach Point - The point where a missed approach must be executed (decision altitude, distance, or time)
   • Landing - transition to looking for external features and lining up for the centreline (especially on non-precision approaches)
   • Overshoot - Overshoot procedure committed to memory
   • Gyros - Check no red X's and suction is good
   • Safety Notes - Review any safety notes on the upper left corner

IFR Terminology:

• BPOC: Before Proceeding On Course
• DH: Decision Height
• FACF: Final Approach Course Fix
• FAF: Final Approach Fix
• FAWP: Final Approach Waypoint
• GP: Glide Path
• GPA: Glide Path Angle
• GS: Glide Slope
• HAA: Height Above Aerodrome
• HAT: Height Above Touchdown Zone
• HATh: Height Above Threshold
• HS: Hot Spot
• IAF: Initial Approach Fix
• IAP: Instrument Approach Procedure
• IAWP: Initial Approach Waypoint
• IF: Intermediate Fix
• IWP: Intermediate Waypoint
• LNAV: Lateral Navigation
• LP: Localizer Performance
• LPV: Localizer Performance with Vertical Guidance
• LR: Lead Radial
• MAP: Missed Approach Point
• MAWP: Missed Approach Waypoint
• MDA: Minimum Descent Altitude
• PT: Procedure Turn
• RAIM: Receiver Autonomous Integrity Monitoring
• RASS: Remote Altimeter Setting Source
• RNAV: Area Navigation
• TCH: Threshold Crossing Height
• TDZ: Touchdown Zone
• TDZE: Touchdown Zone Elevation
• TDZL: Touchdown Zone Lighting
• WAAS: Wide Area Augmentation System

Approach Ban (CAR 602.129)

THIS DOES NOT APPLY TO PART 7 AIRCRAFT

• Runway Visual Range: The range over which the pilot of an aircraft on the centre line of the runway can see the surface marking or the lights delineating the runway.
• RVR Symbol: An A or B in a pizza slice
• Approach Ban - If the RVR is less than the minimum RVR (RVR A and/or B), if where A and B are measured:
• The RVR A for the runway of intended approach is less than 1,200 ft to
• RVR B is less than 600ft
• If A is less than 1,200, or B is less than 600, then you cannot approach the runway unless:
• Already past the FAF inbound (if no FAF, the the point of final approach course)
• On a training flight, and you inform ATC that you will do a missed approach
• RVR is varying between distances less and greater than the minimum RVR
• RVR is less than the minimum, AND the ground vis at the aerodrome is reported to be at least 1/4 SM
• CAT III minima
• If RVR is given for a runway, it does not apply for the reciprocal approach
• Non-Precision, APV, CAT 1 and CAT II precision approaches are not permitted when low visibility procedures are in effect
• No RVR, No Ban!
• If there is no symbol on Aerodrome Chart Legend
• RV Exceptions:

Required Readings Notes

September 8, 2018

2:30 PM

CAR 401.03 - To hold a permit/rating/license, it must be valid, the medical must be current, and the pilot must be able to produce the proper documentation when exercising the privileges of the permit/rating/license

CAR 401.05 - Recency Requirements

• To exercise the privileges of a permit/rating/license, the pilot must:
• Have acted as pilot/co-pilot within the past 5 years, or
• Within the past year,
• Completed a flight review with an instructor who signed them off
• Completed the examination specified
• To exercise the privileges of a permit/rating/license, the pilot must:
• Have completed recurrent training in the past 2 years
• To carry passengers:
• Have completed 5 takeoffs and landings in the past 6 months
• If at night, completed 5 night takeoffs and landings within the past 5 months
• In order to exercise the privileges of an instrument rating, the pilot must:
• Before the 1st day of the 13th month, pilot must complete 6 hours IFR and 6 approaches to minimums in the past 6 months. (666)
• This can be simulated IFR, in a certified SIM, etc.
• At the 24 month mark you need to do an Instrument Proficiency Check (IPC) with an instructor
• Valid for 24 months (not until the 1st day of the 25th month)

CAR 401.46 - IFR Group Ratings:

• Group 1: Multi Engine IFR, Multi Engine Centreline Thrust IFR, and Single engine IFR
• Group 2: Multi Engine Centreline thrust IFR and single engine IFR
• Group 3: Single Engine IFR only
• Group 4: Helicopter IFR only

CAR 401.47 - IFR Rating Privileges

Allows pilot to fly IFR and VFR OTT

CAR 401.48 - IFR Rating Validity

• Valid until specified (max. 2 years)
• IFR rating DOES NOT EXPIRE

CAR 605.18 - Power Driven Aircraft Requirements IFR

1. Sensitive altimeter
2. Airspeed indicator
3. Turn and Slip Indicator/Coordinator
4. Attitude indicator
5. Vertical Speed indicator
6. OAT gauge
7. Means of preventing airspeed error from icing
8. Power failure warning device
9. Alternative static pressure source
10. Radio navigation equipment to, in the case of failure of any equipment, to proceed to an aerodrome and to complete an instrument approach and missed approach procedure
11. Source of electricity
12. Spare fuses for 50% of total fuses onboard
13. Heading indicator (if unable to see aerodrome at all times)
14. Magnetic compass
15. Tachometer for each engine
16. Oil pressure indicator for each engine
17. Oil temperature/Coolant temperature for each engine
18. Manifold pressure gauge
19. Fuel quantity indicator
20. Landing gear position indicator
21. Radio (if operated in controlled airspace)
22. If operating at night:
23. Means of illumination
24. Position and anti-collision lights
25. When carrying passengers, a landing light

CAR 605.30 - De-icing/Anti-icing

• Pilot will not conduct takeoff/continue flight where icing is reported or forecast to exist, unless
• PIC is properly equipped to handle conditions
• Pilot reports indicate icing doesn’t exist

AIM AIR 2.5 - Flight Operations in Rain

• Refraction Error: Caused by rain droplets on windscreen; causes the eye to see a horizon below the true one and objects to appear lower than they are. AKA: coming in low

AIM AIR 2.6 - Flight Operations in Volcanic Ash

• Causes significant damage to aircraft systems, especially turbine powerplants
• Flight into conditions must be avoided
• St Elmo's Fire can be an indicator of a night encounter with ash

AIM AIR 2.7 - Thunderstorms

• General
• Severe turbulence may extend up to 20NM from severe thunderstorms
• Turbulence increases with a decrease in relative humidity
• Lightning strikes occur commonly between +5 and -5
• Considerations:
• Very high concentrations of water may exceed the amount a turbine engine can ingest
• Don't land/takeoff when a thunderstorm is approaching
• Don’t fly under thunderstorms
• Avoid them by at least 20NM
• If you cannot avoid a thunderstorm:
• Concentrate on instruments
• Use turbulence penetration speed and power settings
• Maintain a constant attitude, not altitude
• Don't turn back once you have entered

AIM AIR 2.8 - Low Level Wind Shear

• Microbursts:
• 2-2.5NM wide, altitude of 2000AGL, that lasts for 15 mins for the life cycle
• Intensity of 6000ft/min downdrafts and 45kt winds
• Virga is an indicator of a strong downdraft
• Once microburst activity starts, multiple can be expected

AIM AIR 2.9 - Wake Turbulence

• Strongest in slow flight in clean configuration, especially with heavier aircraft
• Begins at rotation and ends when nosewheel touches down
• Most resistant to dissipation below 200ft AGL

AIM AIR 2.10 - Clear Air Turbulence

• Jet streams stronger than 110kts at the core have significant CAT
• CAT is more common above and on the lee side of mountain ranges
• CAT is likely when wind velocity changes more than 5kts/1000ft

AIM RAC 10.0 - Holding Procedures

(review holds booklet in 2102)

RAC 10.7 - Speed Limitations

Holding patterns must be entered and flown at or below the following speeds:

• Propeller driven aircraft: 175KIAS
• Civil Turbojet:
• MHA up to 14000ft ASL: 230KIAS
• Above 14000ft ASL: 265KIAS
• Climbing while in holding pattern:
• Turboprop aircraft: At the normal climb airspeed for the aircraft
• Jet aircraft: 310KIAS or less
• 250KIAS must be observed below 10,000ft ASL, and 200KIAS below 3000ft AGL within 10nm of controlled aerodromes

CRAMMOGS - 2103 Briefing

• Build - Input the approach into the GPS
• Bug -
  • Set navigation frequencies and perform FITS check
  • Set IB course
  • Verify CDI is in the correct mode
  • Check RAIM
• Brief
  • Chart - Top left and Top Right (correct approach on the correct runway at the correct city, and the same chart as your co-pilot)
  • Radio - Com frequencies are generally given through ATC and are on approach plate. Nav frequencies should be loaded and ready
  • Approach - Route to be flown in order to get from your current position to your missed approach point (transitions, directions, altitudes, rate of descents, distances, waypoints)
  • Missed Approach Point - The point where a missed approach must be executed (decision altitude, distance, or time)
  • Landing - transition to looking for external features and lining up for the centreline (especially on non-precision approaches)
  • Overshoot - Overshoot procedure committed to memory
  • Gyros - Check no red X's and suction is good
  • Safety Notes - Review any safety notes on the upper left corner
• AIM RCA 9.0 - IFR Arrival Procedures
  • STAR: Standard Terminal Arrival
  • Used to provide a transition from enroute to the terminal environment
  • Developed to simplify the clearance procedures at high density airports
  • Requires a pilot to follow a predetermined route; however a pilot can reject a STAR clearance and request alternate instructions
  • Conventional STAR:
  • Can be flown by pilot using ground based NAVAIDS/headings
  • Commonly ends with ATC radar vectoring
  • Should be filed on the flight plan
  • RNAV Equipment:

AIM RAC 9.21 - Aircraft Categories

The categories are based solely on what speed the aircraft flies during the approach, so one aircraft can belong to multiple categories

Up to 90KIAS

91 to 120KIAS

121 to 140KIAS

141 to 165KIAS

Above 165KIAS

CAR 602.127 - Instrument Approaches

·Unless otherwise instructed, the PIC must conduct an approach according to the IAP

·Must set the altimeter to the aerodrome before commencing approach

CAR 602.128 - Landing Minima

·The PIC must never descend below the decision height (precision) or the Minimum descent altitude (non-precision) without visual reference, otherwise a missed approach procedure must be initiated

·Flight crew must have received special training in order to do a CAT II or CAT III approach

CAR 602.129 - Approach Ban - General

·DOES NOT APPLY TO PART 7 AIRCRAFT

·Runway visual ranges that does not allow for approaches

oRVR A and B:

·RVR A is 1,200ft or less

·RVR B is 600ft or less

oWere RVR is measured with only one station:

·RVR is 1,200ft or less

·If the RVR is reported as less than the minima, PIC cannot conduct an instrument approach unless:

oIf the aircraft has already passed the Final Approach Fix (FAF) before receiving the report

oThe aircraft is not intending to land (training)

oThe RVR is varying above and below the minima

oGround visibility is reported to be at least 1/4 mile

oPIC is conducting a CAT III approach

CAR 602.96 - Operations in the vicinity of an aerodrome

·PIC must ensure no likelihood of collision with another aircraft

·All turns to the left unless otherwise stated in the CFS/ATC clearance

·Never below 2000ft AAE unless intending to land, unless:

oPolice, human life, fire-fighting, etc.

CAR 602.97 - Operations within an MF area

·No pilot shall operate within an MF area without radiocommunications, unless:

oThere is a ground station that has been given prior notice

oThe aircraft must complete at least 2 legs of the circuit every time it comes in to land

CAR 602.104 - IFR Aircraft Landing/Approaching Uncontrolled Aerodromes

·Must report intentions:

o5 mins prior to commencing the approach, with an ETL

oWhen commencing circling

oASAP after a missed approach

·Must report aircraft position:

oWhen passing the fix outbound if intending to do a procedure turn

·Or when the aircraft first crosses the final approach course if no PT is intended

oWhen passing the final approach fix, or 3 mins prior to landing if no fix exists

oOn final approach

Section 5 - Navigation Aids

October 1, 2018

3:35 PM

Non-Directional Beacons (NDB):

General:

·Frequency: 190-415kHz, and 510-535kHz (Low and Medium frequencies)

·Signals follow the curve of the Earth - not line of sight

·Accurate to +/- 5 degrees for approaches, and +/- 10 degrees for enroute

·NDB's Morse code identifier indicates its health - if unheard then it is unacceptable for IFR navigation

·MH + RB = MB (mag heading + relative bearing = magnetic bearing/bearing to station)

·Time to NDB (min) = Seconds ÷ degrees of relative bearing change

Intercepting (ADF):

·Draw a diagram using your bearing to the station and the magnetic heading of the aircraft

Intercepting (RMI):

·Inbound: Desired - Head - Beyond

·Outbound: Tail - Desired - Beyond

Errors:

1.Night Effect: NDB signal bounce off the ionosphere and mess with the ADF; greatest just before sunrise and just after sunset

a.Can be remedied by selecting lower frequencies, flying higher, or selecting a closer NDB

2.Mountain Effect: Signals bounce off of irregular surfaces and mess with the ADF

3.Quadrantal/Banking Error: The aircraft's electromagnetic field messes with the signals coming in to the ADF; significant on approaches

4.Coastal Effect: Waves refract off the coast; greatest within 30 degrees of the coast line

5.Electrical Storms

6.Precipitation Static: Caused by precipitation, can be reduced my slowing down

VHF Omni-Directional Range (VOR):

General:

·Frequency: 112.1 to 117.96 MHz (VHF)

·Limited to line of sight operations

·CDI indicates a deviation of 2 degrees per dot

·Not heading dependent

·Accurate to +/- 3 degrees on published radials

o+/- 4 degrees when checking equipment against another VOR/VOT

o+/- 6 degrees when comparing to a landmark

VHF Direction Finding (VDF):

Requires no special onboard equipment; aerodrome will be able to determine the direction of your transmission and will be able to direct you to track direct the station.

Intercepting:

·FROM top, TO bottom

·FROM must be used when flying away from the station to give correct CDI deflection

·TO must be used when flying inbound to the station to give accurate CDI deflection

Distance Measuring Equipment (DME):

·Frequency: 960 to 1215 MHz (UHF)

·Line of sight - same range calculations as a VOR

·Uses the principles of secondary radar - the airborne equipment interrogates the ground station, and times the response to get a distance

·Measures SLANT RANGE in nm (use Pythagoras to determine horizontal distance)

·Accurate to +/- 0.5nm or +/- 3 percent (whichever greater) from a VOR checkpoint

Instrument Landing System (ILS):

Composed of a Localizer and a Glide Slope Indicator:

·Always preceded by an I identifier

Localizer (Azimuth Guidance):

·Frequency: 108.1 to 111.9 MHz (VHF)

·Signal is 5 degrees wide (2.5 degrees of either side,  0.5 degrees per dot)

oCan range from 3 degrees to 6 degrees wide and is usually 700ft wide at threshold)

·A back course may be available - usually same coverage as front signal

·Aligned with runway by 3 degrees or less (published if otherwise)

·Localizer signal is protected and can be considered reliable unless stated on the chart

·Signal coverage area of the localizer:

Glide Slope Indicator (Vertical Guidance):

·Frequency: 329.3 to 335 MHz (UHF)

·Paired with the Localizer frequency so that it is automatically selected when the localizer is set

·Signal is 1.4 degrees thick (0.7 degrees on either side of centre)

oProvides a 55ft +/- 5ft threshold crossing height

·DOES NOT HAVE A USEABLE BACK COURSE

Global Navigation Satellite System (GNSS):

General:

·The only GNSS approved for use in Canada is GPS

·There are 24 GPS satellites orbiting the earth at 20,200km

·Occupy 6 orbital planes spread apart by 55 degrees

·Accurate within 6m horizontally and 8m vertically

·Requires minimum 4 satellites to solve for latitude, longitude, altitude, and time (GPS fix)

·GPS must be mounted to the aircraft, and backup instrumentation must be available should the GPS get a RAIM alert

Course Deviation Indication:

The CDI needle will show distances from the selected track, but is sensitive relative to the proximity to departure and destination aerodromes

·Enroute Mode: Full deflection is 5nm, 1nm per dot

·Terminal Mode: Full deflection is 1nm, 0.2nm per dot

·Approach Mode: Full deflection is 0.3nm, 0.06nm per dot

Augmentation Systems:

Integrity Monitoring:

The ability for IFR GPS to monitor and alert the pilot of any accuracy degradation of the GPS system

RAIM: Receiver Autonomous Integrity Monitoring

·Requires at least 5 satellites

·RAIM alert will occur if:

oEnroute navigation is off by 2nm

oTerminal navigation is off by 1nm

oNon-precision approaches are off by 0.3nm

oIf a satellite malfunctions

SHOULD ALWAYS CHECK RAIM BEFORE DOING A GNSS APPROACH

FDE: Fault Detection Exclusion

An extension of RAIM; can detect which satellite is malfunctioning and can exclude it form the position calculations, therefore making GPS navigation possible again

·Require 6 satellites

·All WAAS enabled receivers have FDE

Barro-Aiding:

When a GPS receives information from an altimeter; reduces the requires number of satellites by 1

Accuracy Improvement:

Wide Area Augmentation System (WAAS): Satellite based; ground reference stations track and correct for satellite inaccuracies. These are then processed, and disseminated to aircraft via 2 geostationary satellites.

·WAAS GPS is accurate to 2m (compared to 20m)

·WAAS allows for LPV approaches with vertical guidance, and has potential to support CAT 1 approach standards

LAAS (Local Area Augmentation System): Ground based; ground stations at the airport relay information to the aircraft directly

GPS use for IFR Navigation:

·GPS can be used for all stages of IFR flight

·GPS can be used to identify ground stations, even if they are not in operation as long as the GPS database remains current (you can fly unserviceable approaches)

·GPS enabled aircraft can follow airways below the MEA down to the MOCA

·GPS overlay approaches are identified by a small (GNSS) symbol; you can in many cases bypass the procedure turn and fly direct to the FAF

·Classified as an Approach Procedure with Vertical Guidance (APV)

Summary of Approach Types and Requirements: