IFR Cheat Sheet

IFR Cheat Sheet
Version 5.1 – 5 April 2019

Introduction ......................................................................................................................................... 3
Summary of Changes ......................................................................................................................... 4
Administrational .................................................................................................................................. 5
Part 61 Definitions ............................................................................................................................ 5
Part 61 Manual of Standards ........................................................................................................... 6
Validity of an Instrument Proficiency Check ..................................................................................... 6
Privileges and Limitations of an Instrument Rating .......................................................................... 7
Recent Experience Requirements.................................................................................................... 8
Aircraft Equipment ......................................................................................................................... 10
General Operational Knowledge ...................................................................................................... 14
Speed Definitions ........................................................................................................................... 14
Communications Failure ................................................................................................................ 15
Aeroplane Weight and Performance Limitations ............................................................................ 17
Visual Meteorological Conditions ................................................................................................... 19
Transponder codes ........................................................................................................................ 19
VHF Theoretical Maximum Range ................................................................................................. 20
Radar and ADS-B Coverage .......................................................................................................... 21
Phraseology ....................................................................................................................................... 22
Class G Airports ............................................................................................................................. 22
Class D Airports ............................................................................................................................. 23
Class C Airports ............................................................................................................................. 24
Alternate Requirements .................................................................................................................... 25
Alternates Could Very Well Prove Life Savers ............................................................................... 25
Special Alternate Weather Minima ................................................................................................. 28
Departure ........................................................................................................................................... 30
Altimeter Checks ............................................................................................................................ 30
Take-off Minima ............................................................................................................................. 32
Sample Departure Briefing ............................................................................................................. 34
Sample Take-off Safety Briefing .................................................................................................... 35
En Route ............................................................................................................................................ 36
Local QNH, Area QNH and Transition Layers ................................................................................ 36
Navigation Requirements Under the IFR ....................................................................................... 37
Deviations in Controlled Airspace .................................................................................................. 37
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Holding ............................................................................................................................................... 38
Sector Entries ................................................................................................................................ 38
Holding Limitations ......................................................................................................................... 40
Approaches ....................................................................................................................................... 41
Types of Instrument Approaches ................................................................................................... 41
Setting QNH Before IAF ................................................................................................................. 42
Pressure Error Correction .............................................................................................................. 42
Flying Below Lowest Safe Altitude ................................................................................................. 43
Descent Below the Straight-in MDA ............................................................................................... 43
Circling Approaches and Visual Circling ........................................................................................ 44
Circling Areas................................................................................................................................. 45
Procedure Turns ............................................................................................................................ 45
Approach Speeds .......................................................................................................................... 46
Instrument Approach Tolerances – Flight Tests ............................................................................. 46
Instrument Approach Tolerances – ILS .......................................................................................... 47
DME or GNSS Arrivals ................................................................................................................... 47
Visual Approaches – issued by ATC .............................................................................................. 48
Visual Approaches – by pilot .......................................................................................................... 51
Landing Minima.............................................................................................................................. 53
Missed Approaches ....................................................................................................................... 54
Missed Approaches When Unable to Achieve Climb Gradient ....................................................... 55
Gradient Rate Nomograph ............................................................................................................. 56
Sample Approach Briefing ............................................................................................................. 57

Introduction
Thanks for downloading the We Fly Planes IFR Cheat Sheet!
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This resource mostly deals with IFR information in the Australian region.
However, other notes have been included where deemed useful.
Some sections included in the document have been pasted directly from the
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difficult to interpret or contained superfluous information, attempts have been
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Thanks again, and happy flying!

Summary of Changes
Date Version Page Changes
Multiple Multiple editorial changes and corrections including to AIP and
JEPP references
3 Introduction updated, hyperlinks added
4 Summary of Changes table added
15 Communications Failure: removal of references to circling
05/04/19 5.1
minima; removal of reference to Class D procedure as they are
now listed in ERSA FAC for each applicable aerodrome
32 Take-off Minima: section rewritten for completeness of
information. Greater detail and differentiation between qualifying
multi-engine IFR aeroplanes and other IFR aeroplanes.

Administrational
Part 61 Definitions
CASR 61.015 – Definition of category of aircraft for Part 61
Each of the following is a category of aircraft:
(a) aeroplane;
(b) helicopter;
(c) powered-lift aircraft;
(d) gyroplane;
(e) airship.
CASR 61.020 – Definition of class of aircraft for Part 61

(1) Each of the following is a class of aircraft:
(a) single-engine aeroplane;
(b) multi-engine aeroplane;
(c) single-engine helicopter;
(d) single-engine gyroplane;
(e) airship
(2) For this Part, the single-engine aeroplane class includes:
(a) multi-engine centre-line thrust aeroplanes; and
(b) multi-engine aeroplanes that are prescribed by a legislative instrument
under regulation 61.050 (Prescription of multi-engine aeroplanes
included in single-engine class).

Part 61 Manual of Standards
CASR 61.035 – Issue of Manual of Standards for Part 61
(1) For paragraph 98(5A)(a) of the Act, CASA may issue a Manual of Standards
for this Part that sets out matters relating to flight crew licences.
(2) In particular, the manual of standards may set out standards for the following:
(a) approvals under regulation 61.040;
(b) aeronautical and other knowledge required by this Part for the grant of
a licence, rating or endorsement;
(c) flight training;
(d) other training and development requirements;
(e) flight tests;
(f) aviation and general English language proficiency;
(g) general operating competencies for:
(i) aircraft of a particular class or type; and
(ii) activities authorised by operational ratings and endorsements;
(h) competency in the use of an airborne collision avoidance system;
(i) flight reviews;
(j) instrument proficiency checks;
(k) night vision imaging system proficiency checks;
(l) aerial application proficiency checks;
(m) instructor proficiency checks;
(n) competencies for glider pilot licences.
Validity of an Instrument Proficiency Check

CASR 61.880 – Limitations on exercise of privileges of instrument ratings –
instrument proficiency check Paragraph 3
An instrument proficiency check is valid:
• From the period the holder passes the flight test to the end of the
12th month after the month in which the holder passes the flight test.
or
• For the period during which the holder is successfully participating in
an operator’s training and checking system for an IFR operation in
the relevant aircraft.
If the holder successfully completes an instrument proficiency check for the
relevant aircraft within 3 months before the validity of the existing check expires,
then the instrument proficiency check is valid to the end of the 12th month after
the validity of the existing check.

Privileges and Limitations of an Instrument Rating
CASR 61.855 – Privileges of instrument ratings
Subject to Subpart 61.E and regulations 61.860 to 61.880, the holder of an
instrument rating is authorised to pilot an aircraft:
(a) under the IFR; or
(b) at night under the VFR.
CASR 61.860 – Limitations on exercise of privileges of instrument ratings –

general
The holder of an instrument rating is authorised to:
• conduct an instrument approach only if the aircraft is equipped for
that kind of operation;
• pilot an aircraft in a single-pilot operation under the IFR only if, at
some time in the past, the holder has passed an instrument rating
flight test in a single-pilot aircraft or has completed an instrument
proficiency check in a single-pilot aircraft;
• conduct a circling approach under the IFR only if:
o the holder passed the instrument rating flight test within the
previous 12 months and that flight test included a circling
approach; or
o the holder’s most recent instrument proficiency check (or
operator’s proficiency check that covers IFR operations and
is conducted by a flight examiner who holds an instrument
rating flight test endorsement) included a circling approach;
or
o the holder is successfully participating in an operator’s
training and checking system for an operation that includes
circling approaches;
• conduct an instrument approach only if the holder has completed
training in the conduct of that instrument approach and has
demonstrated competence to CASA or an examiner.

Recent Experience Requirements
CASR 61.870 – Limitations on exercise of privileges of instrument ratings – recent
experience: general
Requirement (in an aircraft or approved

flight simulation training device)
To fly under the IFR Must have conducted at least three instrument
approach operations within the previous 90
days
To pilot an aircraft of a Must have conducted at least one instrument
particular category approach operation in an aircraft of the same
category (refer to Definitions) within the
previous 90 days
2D approach Must have conducted at least one 2D
instrument approach within the previous 90
days
3D approach Must have conducted at least one 3D
instrument approach within the previous 90
days
Azimuth guidance Must have conducted at least one 2D
instrument approach using azimuth guidance
within the previous 90 days
Course deviation indicator Must have conducted at least one instrument
approach using a CDI within the previous 90
days
All of the above recent experience requirements are considered to be met if the
holder:
• the holder has successfully completed an operator proficiency check
that covers IFR operations within the previous 3 months; or
• the holder is successfully participating in an operator’s training and
checking system for an IFR operation.

CASR 61.875 – Limitations on exercise of privileges of instrument ratings – recent
experience: single pilot
(1) The holder of an instrument rating is authorised to pilot an aircraft under the
IFR in a single-pilot operation only if the holder has conducted a flight or
simulated flight under the IFR in a single-pilot operation within the previous 6
months.
(2) For subregulation (1), the flight or simulated flight must:
(a) have a duration of at least one hour; and
(b) include at least one instrument approach or simulated instrument
approach.

Aircraft Equipment
CAO 20.18 Para 4 – Equipment for flight under Instrument Flight Rules
4.1A Subject to paragraphs 4.1B and 4.1C, an aeroplane engaged in:
(a) RPT operations; or
(b) Charter operations; or
(c) Aerial Work operations as an air ambulance or for a flying
doctor service;
must not be operated under the IFR unless it is equipped with a
serviceable autopilot that has the following capabilities:
(a) the roll and pitch axis;
(b) an automatic heading capability;
(c) an altitude hold capability.
4.1B In spite of paragraph 4.1A, an aeroplane without an autopilot may be
operated under the IFR if the aeroplane:
(a) equipped with dual controls; and
(b) carries a second pilot who is authorised under CASR Part 61 to
conduct the flight.
4.1C If the autopilot fitted to an aeroplane engaged in:
(a) Charter operations; or
(b) Aerial Work operations as an air ambulance or for a flying
doctor service;
loses a capability referred to in paragraph 4.1A, the aeroplane may, if the
pilot is satisfied that it is safe to do so, be operated under the IFR by a
single pilot within the period of 3 days commencing on the day on which
the automatic pilot loses the capability.
CAO 20.18 Para 7 – Assigned altitude indicator

7.1 Piston-engined aircraft and unpressurised turbine engine aircraft
operating above 15,000 feet in CTA under IFR (except Night VFR) shall
be equipped with an altitude alerting system.
7.3 Unless equipped with an altitude alerting system, an aircraft operating in
CTA under IFR (except Night VFR) shall be equipped with an assigned
altitude indicator.
CAO 20.18 Para 10 – Serviceability

For charter or RPT, all instruments and equipment must be serviceable before
take-off unless approved by CASA, part of an MEL or the unserviceable
instrument or equipment is a passenger convenience item only.

CAO 20.18 Appendix I – Instruments required for flight under the VFR
(i) Private
(ii) Aerial Work
(iii) Charter with MTOW not greater than 5 700 kg
CAO 20.18 Appendix II
(i) RPT
(ii) Charter with MTOW greater than 5 700 kg
CAO 20.18 Appendix III – Charter with MTOW not greater than 5 700 kg under
the IFR (except Night VFR) excluding freight-only Charter
CAO 20.18 Appendix IV
(i) Aerial Work and Private under the IFR (including Night VFR)
(ii) Charter under Night VFR
(iii) IFR freight-only Charter with MTOW not greater than 5 700 kg
Aircraft not greater than 5 700 kg

IFR Aerial
IFR Charter
VFR Private / Work, Night
excluding
Aerial Work / VFR Charter
freight only
Charter and Charter
Charter
freight only3
2 × AH4 AH7
ASI ASI5 6 ASI6 8
ALT 2 × ALT6 ALT6
VSI6 VSI6 9
T+S1 T+S3 4 T+S3 7
DG4 DG7
COMPASS COMPASS COMPASS
CLOCK2 CLOCK CLOCK2
OAT1 OAT OAT
1 Applicable to CHTR and AWK
2 Can be worn
3 Gyroscopic power supply indications required
4 Duplicated power supply required
5 Pitot heat required
6 With alternate static or dual ports
7 Exc. for NVFR, duplicated power supply required unless T+S has power supply
separate to other gyroscopic instruments
8 Exc. for NVFR, pitot heat required
9 Not required for NVFR

CAO 20.18 Appendix V - Electric lighting for IFR at night (including Night VFR)
Note: CAO 20.18 Paragraph 4 requires the same lighting for IFR by day
Instrument illumination
Intensity control
2 × landing lights1
Passenger compartment lights
Pilot compartment lights
Position and anti-collision lights
Shock-proof torch
1 Exc. PVT, AWK and CHTR freight only which require only 1 landing light

AIP GEN 1.5 Para 2 – Radio Navigation Systems
(Jepp ATC – General Flight Procedures 5.12)
Operation Number Type Conditions

If 129, and if an alternate must be
planned:
a) navigation to the alternate
should be accomplished by the
129 GNSS use of ground-based navaids;
1 and
or later
b) the alternate should have an
approach that uses ground-
based navaids or the alternate
RPT and must be suitable for an approach
CHTR in VMC.
and 1 ADF or VOR
145 GNSS
or 2
or later
Multi-sensor navigation Must be approved by CASA as
system that includes providing an alternate means of
or 1
GNSS and inertial compliance to the requirements
integration of CAO 20.18 para 9D.9
Operation Number Type Conditions

If 129, and if an alternate must be
planned:
a) navigation to the alternate
should be accomplished by the
129 GNSS use of ground-based navaids;
1 and
or later
b) the alternate should have an
approach that uses ground-
based navaids or the alternate
must be suitable for an approach
AWK and PVT
in VMC.
and 1 ADF or VOR
145 GNSS
or 1
or later
Multi-sensor navigation Must be approved by CASA as

system that includes providing an alternate means of
or 1
GNSS and inertial compliance to the requirements
integration of CAO 20.18 para 9D.9
Note: Additional requirements apply to aircraft conducting the route or terminal segments of a flight by
reference to ground-based navigation aids. AIP GEN 1.5 Para 2.2 (Jepp ATC – General Flight
Procedures 5.12.2) refers

General Operational Knowledge
Speed Definitions
VMCA Minimum Control Speed, air (red radial)
- critical engine inoperative
- live engine at take-off power
- landing gear retracted
- maximum of 5 degrees bank towards live engine
- propeller feathered (only for aircraft with automatic feathering devices)
The minimum speed at which it is possible to maintain directional control of the
aircraft with the critical engine inoperative.
VMCG Minimum Control Speed, ground

The minimum speed, whilst on the ground, at which it is possible to maintain
directional using only aerodynamic controls.
VSSE Single Engine Safety Speed

The speed below which intentional simulated engine failures should not be
conducted. VSSE is a manufacturer-stated speed intended to provide a margin
above VMCA.
VYSE Single Engine Best Rate of Climb Speed (blue radial)

- landing gear retracted
The speed at which the best rate of climb can be achieved with the critical engine
inoperative.

Communications Failure
ERSA EMERG 1.5 – Communication Failure
(JEPP EMERG – Emergency Procedures 3)
If VFR in Class G Airspace
a. Remain in VMC.
b. Broadcast Intentions (prefix “TRANSMITTING BLIND").
c. Remain VFR in Class G airspace and land at the nearest suitable
aerodrome.
d. Report arrival to ATS if on SARTIME or reporting schedules
(SAR 1800 815 257).
If in Controlled/Restricted Airspace or IFR in any airspace
a. Squawk 7600
b. Listen out on ATIS and/or voice modulated NAVAIDs.
c. Transmit intentions and make normal position reports (assume transmitter
is operating and prefix calls with "TRANSMITTING BLIND").
AND
if in VMC and are certain of maintaining VMC
a. Stay in VMC and land at the most suitable aerodrome (note special
procedures if proceeding to a Class D).
OR
If in IMC or are uncertain of maintaining VMC
b. If no clearance limit received and acknowledged, proceed in accordance
with the latest ATC route clearance acknowledged and climb to planned
level.
c. If a clearance limit involving an altitude or route restriction has been
received and acknowledged:
i. maintain last assigned level, or MSA if higher, for three minutes
and/or
ii. hold at nominated location for three minutes, then
iii. proceed in accordance with the latest ATC route clearance
acknowledged and climb to planned level.
d. If receiving an ATS surveillance service:
i. climb to MSA/LSALT, and,
ii. if being vectored, maintain last assigned vector for two minutes,
then
iii. proceed in accordance with the latest ATC route clearance
acknowledged.
e. If holding:
i. fly one more complete holding pattern, then
ii. proceed in accordance with the latest ATC route clearance
acknowledged.
Destination Procedures:
a. Track to the destination in accordance with flight plan (amended by the
latest ATC clearance acknowledged, if applicable).
b. Commence descent in accordance with standard operating procedures or
flight plan.
c. Descend to the initial approach altitude for the most suitable approach aid
in accordance with the published procedures.
d. Carry out the approach to the prescribed minima.
Actions at Minima
a. If visual at the minima at an uncontrolled aerodrome, continue to land
provided that a safe landing can be accomplished If visual at the minima
at a controlled aerodrome continue to land provided that a clearance to
land is received via a voice modulated NAVAID and/or light signal from
the Tower.
b. If not visual at the minima, depart for a suitable alternate aerodrome.
c. If insufficient fuel is carried to divert to a suitable alternate, the pilot may
hold or carry out additional approaches until visual.
d. Certain Class D aerodromes have specific communications failure
procedures which are shown at each aerodrome entry in the FAC section

Aeroplane Weight and Performance Limitations
CAO 20.7.4 Aeroplane Weight and Performance Limitations – Aeroplanes not
Above 5 700 Kg – Private, Aerial Work (Excluding Agricultural) and Charter
Operations
Take-off Distance Required
Using charts for short dry grass, achieve TOSS at 50 ft at the achievable distance
multiplied by:
(a) 1.15 for MTOW of 2,000 kg or less;
(b) 1.25 for MTOW of 3,500 kg or greater
(c) Between 2,000 kg and 3,500 kg, use linear interpolation
Note: If using an approved foreign flight manual or a manufacturer’s data manual, the above factors
may already be included in the data. CAO 20.7.4 Para 6.3 refers.
Take-off Climb Performance

For all aircraft types, with landing gear extended, at take-off safety speed, without
ground effect, and all engines operating at take-off power:
• 6%
En-route Climb Performance
Multi-engine aeroplanes engaged in charter operations under the IFR or aerial
work operations under the IFR:
1% at all heights up to 5,000 ft in the standard atmosphere in the following
configuration:
(a) Critical engine failure
(b) Propeller of inoperative engine stopped
(c) Undercarriage and flaps retracted
(d) Remaining engine at maximum continuous power
(e) Airspeed not less than 1.2 VS
Note: Missed approaches are designed to a climb gradient of 2.5% and adjusting an MDA or DA
should be considered to ensure terrain clearance in the missed approach. Refer to the Approaches
section of this IFR Cheat Sheet.
Multi-engine aeroplanes engaged in all other operations:

Must have ability to maintain height at all heights up to 5,000 feet in the standard
atmosphere in the following configuration:
(a) Critical engine failure
(b) Propeller of inoperative engine stopped
(c) Undercarriage and flaps retracted
(d) Remaining engine at maximum continuous power
(e) Airpseed not less than 1.2 VS

Single-engine aeroplanes:
4.5% at all heights up to 5,000 ft in standard atmospheric conditions in the
following configuration:
(a) Engine at maximum continuous power
(b) Undercarriage and flaps retracted
(c) Airspeed not less than 1.2 VS
Landing Climb Performance
For all aircraft types, in the landing configuration, with all engines operating at
take-off power, at a speed not exceeding 1.3 VS:
• 3.2%
Landing Climb Performance
For all aircraft types, must have the ability to climb at a gradient of 3.2% in
standard atmospheric conditions in the following configuration:
(a) Aircraft in landing configuration
(b) All engines at take-off power
(c) Speed not exceeding 1.3 VS
Landing Distance Required
Using charts for short dry grass, and approaching at a speed not less than 1.3 V S
maintained to 50 ft, come to a complete stop from 50 ft within the achievable
distance multiplied by:
(a) 1.15 for MTOW of 2,000 kg or less;
(b) 1.43 for MTOW of 4,500 kg or greater;
(c) Between 2,000 kg and 4,500 kg, use linear interpolation
Note: If using an approved foreign flight manual or a manufacturer’s data manual, the above factors
may already be included in the data. CAO 20.7.4 Para 10.3 refers.

Visual Meteorological Conditions
AIP ENR 1.2 Para 2 – Visual Meteorological Conditions (VMC) – Take-off,
En Route and Landing
(Jepp ATC – General Flight Procedures 3)
Class G Class E
5000M 5000M
8KM (ABV 10,000) 8KM (ABV 10,000)
1500M  1500M 
1000FT  1000FT 
When below 3000FT AMSL or 1000 AGL, can -
remain clear of cloud and in sight of ground or
water if radio carried and used on appropriate
frequency
Class D Class C
5000M 5000M
- 8KM (ABV 10,000)
600M  1500M 
1000FT  1000FT 
500FT  -
Transponder codes
AIP ENR 1.6 Para 7.1.4 – Operation of SSR Transponders
(Jepp ATC – ATS Surveillance Services and Procedures 7.1.4)
Operation Code
VFR in Class E or OCTA 1200
IFR OCTA 2000
IFR in Class E or
3000
civil flights in CTA

VHF Theoretical Maximum Range
To determine the theoretical maximum range of VHF transmissions, the following
formula can be used:
d = 1.23 (√(Htx) + √(Hrx))

Where:
d = distance in NM
Htx = elevation in feet of transmitter
Hrx = height in feet above ground level of receiver

Radar and ADS-B Coverage
Accessed from https://www.casa.gov.au/book-page/chapter-4-surveillance-and-ads-b on 05/08/2018
Accessed from http://www.airservicesaustralia.com/wp-content/uploads/ADS-B-5k.jpg on 05/08/2018

Phraseology
Class G Airports
AIP GEN 3.4 Para 5 – Phraseologies
(Jepp ATC – Communications 7)
Taxi
Brisbane Centre
ABC
Cessna 310
POB 2 (for IFR flights other than RPT)
IFR
Taxiing Roma
For Archerfield
RWY 18
Departure Report Departure Report
In ADS-B or SSR Coverage Outside ADS-B or SSR Coverage
Brisbane Centre Brisbane Centre

ABC ABC
3 miles east of Longreach Departed Blackall 51
Passing 2000 Tracking [to intercept] 236
Climbing to 9000 Climbing to 10000
Estimating MOVBA at 25 Estimating EXXON at 21
Departure Report
Where radio contact was unable to be established on
the ground and a SARWATCH needs to begin
Brisbane Centre
ABC
Airborne Blackall 51
Tracking [to intercept] 305
Climbing to 10000
Estimating Longreach at 26
Inbound Cancel SAR
If leaving CTA on descent
Brisbane Centre
Brisbane Centre ABC
And all stations Longreach Landed Longreach
ABC Cancel SARWATCH
Cessna 310
35 miles northwest of Moranbah
Leaving 10000
Estimating the circuit 55
Centre and all stations Longreach

Class D Airports
Airways Clearance Delivery Airways Clearance Delivery
Where a Delivery frequency is specified Where no Delivery frequency is specified
Tamworth Delivery Mackay Ground
ABC ABC
To Wagga To Townsville
Request clearance Request clearance
Taxi Tower transfer
When close to, or at, the holding point and ready for
Mackay Ground departure
ABC Mackay Tower
POB 2 (for IFR flights other than RPT) ABC
Information Alpha Ready
IFR
Request taxi
Departure Report Departure Report
When Departing via a SID
Rockhampton Tower
ABC Rockhampton Tower
Tracking 166 from the VOR ABC
Climbing to 7000 Tracking via the BUDGI 1
Climbing to 7000
Inbound
Mackay Tower
ABC
Cessna 310
Information Alpha
25 miles on the 135 radial
Descending to 6000
[Visual]

Class C Airports
Airways Clearance Delivery Airways Clearance Delivery
Where a Delivery frequency is specified Where no Delivery frequency is specified
Townsville Delivery Essendon Ground
ABC ABC
To Cairns To Albury
Request clearance Request clearance
Taxi Tower transfer
When close to, or at, the holding point and ready for
Canberra Ground departure
ABC Canberra Tower
POB 2 (for IFR flights other than RPT) ABC
Information Alpha Ready
IFR
Request taxi
Airborne Report Airborne Report
Tracking via a SID where a heading has been Tracking via a Procedural SID that does not require a
assigned to you heading to be assigned to you
Canberra Departures Canberra Departures

ABC ABC
Turning left 020 Passing 3000
Passing 3000 Climbing to 9000
Climbing to 9000
Airborne Report Airborne Report
When instructed to maintain RWY heading When assigned heading approximates RWY bearing
Canberra Departures Canberra Departures

ABC ABC
Maintaining runway heading Heading 120
Passing 3000 Passing 3000
Climbing to 9000 Climbing to 9000
First contact with Approach

Brisbane Approach
ABC
Cleared to 6000
Information Echo
[Visual]

Alternate Requirements
Alternates Could Very Well Prove Life Savers
AIP ENR 1.1 Para 11.7.1.2 – Alternate Aerodromes - General
(Jepp ATC – Airports and Ground Aids 3.1.2)
When a flight is required to provide for an alternate aerodrome, any aerodrome
may be so nominated for that flight provided:
a. it is suitable as a destination for that flight; and
b. is not an aerodrome for which that flight would require to provide for an
alternate aerodrome.
Aids
AIP ENR 1.1 Para 11.7.3 – Radio Navigation Aids
(Jepp ATC – Airports and Ground Aids 3.3)
RPT and Charter operations must provide for a suitable alternate aerodrome
unless either:
(1) the destination is served by a radio navigation aid for which an
instrument approach procedure has been prescribed and the aircraft
is fitted with two independent and separate radio navigation systems,
each of which is capable of using the aid; or
(2) the destination is served by two radio navigation aids for which
independent and separate instrument approach procedures have
been prescribed and the aircraft is fitted with independent and
separate radio navigation systems capable of using these aids;
Aerial Work and Private operations must provide for a suitable alternate
aerodrome unless the destination is served by a radio navigation aid for which an
instrument approach procedure has been prescribed and the aircraft is fitted with
the radio navigation system capable of using the aid.
Notwithstanding the above, a flight may be planned under the IFR by day to a
destination aerodrome which is not served by a radio navigation aid without the
requirement to provide for a suitable alternate aerodrome, provided that:
a. not more than SCT cloud is forecast below the final route segment LSALT
plus 500FT and forecast visibility at the destination aerodrome is not less
than 8KM; and
b. the aircraft can be navigated to the destination aerodrome in accordance
with AIP ENR 1.1 Para 4.1.
Note: CAO 20.18 Para 9D.10 - If GNSS equipment in accordance with TSO-C129 is used, the
requirement for navigation to an alternate aerodrome must be met by using ADF or VOR navigation
(this also requires provision for a ground-based IAP if an approach in VMC is not possible).

Night VFR aircraft must provide for a suitable alternate aerodrome within one
hour flight time of the destination unless:
a. the destination is served by a radio navigation aid (NDB/VOR) and the
aircraft is fitted with the appropriate radio navigation system capable of
using the aid, or
b. the aircraft is fitted with a GNSS receiver, appropriate for an aircraft
operated at night under the VFR (as summarised in AIP GEN 1.5 Section
2), and the pilot is appropriately qualified.
Clouds, Visibility and Wind
AIP ENR 1.1 Para 11.7.2 – Weather Conditions
Except when operating an aircraft under the VFR by day within 50NM of the point
of departure, the pilot in command must provide for a suitable alternate
aerodrome when arrival at the destination will be during the currency of, or up to
30 minutes prior to the forecast commencement of, the following weather
conditions:
cloud - more than SCT below the alternate minimum (see AIP ENR 1.1
Para 11.7.2.12 and Para 11.7.2.13 (Jepp ATC – Airports and Ground
Aids 3.2.12 and 3.2.13)); or
visibility - less than the alternate minimum; or
visibility - greater than the alternate minimum, but the forecast is
endorsed with a percentage probability of fog, mist, dust or any other
phenomenon restricting visibility below the alternate minimum; or
wind - a crosswind or tailwind component more than the maximum for the
aircraft.
Note: Wind gusts must be considered.
PROV and PROB

AIP ENR 1.1 Para 11.7.1.3 – General
When an aerodrome forecast is not available or is “provisional”, the pilot in
command must make provision for a suitable alternate that has a firm forecast.
AIP ENR 1.1 Para 11.7.2 – Weather Conditions

If a TAF has been endorsed with a probability of conditions being below the
alternate minima, an alternate must be planned for.

AIP GEN 3.5 Para 12.15.3 – Significant Variation
(Jepp METEOROLOGY – Aviation Forecasts 16.15.3)
Note: When thunderstorms or reduced visibility due to fog, mist, dust, smoke or sand is forecast but
the probability is assessed at 30% or 40%, the terms PROB30 or PROB40 are used respectively.
INTER and TEMPO may also be used with a PROB for thunderstorms. If greater than or equal to 50%
probability is forecast, reference is made to the phenomenon in the forecast itself not by the addition of
a PROB statement.
Lighting
AIP ENR 1.1 Para 11.8.3.1 – Aerodrome Lighting
When aerodrome lighting is required and PAL is not being used, the pilot in
command or operator must ensure that arrangements have been made for the
lighting to be operating during the following periods:
a. departure: 10 minutes before departure to at least 30 minutes after take-
off;
b. arrival: from at least 30 minutes before ETA to the time landing and
taxiing has been completed.
AIP ENR 1.1 Para 11.7.4 – Runway Lighting
Portable Lighting
When a flight is planned to land at night at an aerodrome where the runway
lighting is portable, provision must be made for flight to an alternate aerodrome
unless arrangements are made for a responsible person to be in attendance
during the period specified in AIP ENR 1.1 Para 11.8.3.1 (Jepp ATC – Airports
and Ground Aids 2.3), to ensure that the runway lights are available during that
period.
If No Standby Power Available
When a flight is planned to land at night at an aerodrome with electric runway
lighting, whether pilot activated or otherwise, but without standby power, provision
must be made for flight to an alternate aerodrome unless portable runway lights
are available and arrangements have been made for a responsible person to be
in attendance during the period specified in AIP ENR 1.1 Para 11.8.3.1 (Jepp
ATC – Airports and Ground Aids 2.3), to display the portable lights in the event of
a failure of the primary lighting.
An alternate aerodrome nominated in accordance with the requirements in AIP
ENR paras 11.7.4.2 and 11.7.4.3 (Jepp ATC - Airports and Ground Aids 3.4.6)
need not have standby power or standby portable runway lighting.
Pilot Activated Lighting
When a flight is planned to land at night at an aerodrome with PAL and standby
power, provision must be made for a flight to an alternate aerodrome equipped

with runway lighting unless a responsible person is in attendance to manually
switch on the aerodrome lighting.
An alternate aerodrome nominated in accordance with the requirements in AIP
ENR paras 11.7.4.2 and 11.7.4.3 (Jepp ATC – Airports and Ground Aids 3.4.2
and 3.4.3) need not have standby power or standby portable runway lighting.
Lighting Systems for Alternate Aerodrome
RPT or single VHF
The alternate aerodrome must be one which is:
a. served by a lighting system which is not pilot activated; or
b. served by PAL and there is a responsible person in attendance to
manually switch on the aerodrome lighting.
Non-RPT, cargo-only RPT or RPT below 3,500 KG MTOW
Where the alternate aerodrome is served by PAL, there is no requirement for a
responsible person to be in attendance, but the aircraft must be equipped with:
a. dual VHF; or
b. single VHF and HF and carries 30 minutes holding fuel to allow for the
alerting of ground staff in the event of a failure of the aircraft’s VHF
communication.
Storms
AIP ENR 1.1 Para 11.7.2.5 – Weather Conditions
When thunderstorms or their associated severe turbulence or their probability is
forecast at the destination, sufficient additional fuel must be carried to permit the
aircraft to proceed to a suitable alternate or to hold for:
a. 30 minutes when the forecast is endorsed INTER; or
b. 60 minutes when the forecast is endorsed TEMPO.
Special Alternate Weather Minima

AIP ENR 1.5 Para 6.2 – Special Alternate Weather Minima
(Jepp TERMINAL – Instrument Approach/Take-off Procedures 8.2)
Special alternate weather minima are available for specified approaches at some
airports for use by aircraft with dual ILS/VOR approach capability; i.e. with
duplicated LOC, G/P, marker and VOR receivers. The requirement for duplicated
marker receivers may be satisfied by one marker receiver and DME. (The
assumption is that such aircraft will also have two ADF systems, when an NDB is
used for the ILS).
Special alternate weather minima are identified on applicable instrument
approach charts by a double asterisk adjacent to the ALTERNATE title and a note

detailing the special minima. These special alternate minima will not be available
(minima will revert to the standard alternate minima) during periods when:
a. local METAR/SPECI or forecasting services are not available; or
b. an airport control service is not provided

Departure
Altimeter Checks
AIP ENR 1.7 Para 1.1 – Pre-flight Altimeter Check
Whenever an accurate QNH is available and the aircraft is at a known elevation,
pilots must conduct an accuracy check of the aircraft altimeter(s) at some point
prior to take-off.
Note: Where the first check indicates that an altimeter is unserviceable, the pilot is permitted to
conduct a further check at another location on the same airfield; for example, the first on the tarmac
and the second at the runway threshold (to determine altimeter serviceability).
AIP ENR 1.7 Para 1.2 – IFR Altimeters

(Jepp ATC – General Flight Procedures 1.1.2)
With an accurate QNH set, the altimeter(s) should read the nominated elevation
to within 60FT. If an altimeter has an error in excess of ± 75FT, the altimeter must
be considered unserviceable.
When two altimeters are required for the category of operation, one of the
altimeters must read the nominated elevation to within 60 ft. When the remaining
altimeter has an error between 60 ft and 75 ft, flight under the IFR to the first point
of landing, where the accuracy of the altimeter can be re-checked, is approved. In
the event that the altimeter shows an error in excess of 60 ft on the second check,
the altimeter must be considered unserviceable for flight under the IFR.
An aircraft fitted with two altimeters but requiring only one for the category of
operation may continue to operate under the IFR provided one altimeter reads the
nominated elevation to within 60 ft. Should the remaining altimeter have an error
in excess of 75 ft that altimeter must be placarded unserviceable and the
maintenance release appropriately endorsed.
When an aircraft is fitted with only one altimeter and that altimeter has an error
between 60 ft and 75 ft, flight under the IFR to the first point of landing, where the
accuracy of the altimeter can be re-checked, is approved. In the event that the
altimeter shows an error in excess of 60 ft on the second check the altimeter is to
be considered unserviceable for flight under the IFR.
AIP ENR 1.7 Para 1.3 – VFR Altimeters

With an accurate QNH set, a VFR altimeter(s) should read site elevation to within
100FT (110FT at test sites above 3,300FT) to be accepted as serviceable by the
pilot. If an aircraft fitted with two VFR altimeters continues to fly with one altimeter
reading 100FT (110FT) or more in error, the faulty altimeter must be placarded
unserviceable and the error noted in the maintenance release.
AIP ENR 1.7 Para 1.4 – Accurate QNH and Site Elevation
A QNH can be considered accurate if it is provided by ATIS, Tower or an
automatic remote-reporting aerodrome sensor. Area or forecast QNH must not be
used for the test.
Site elevation must be derived from aerodrome survey data published by
Airservices or supplied by the aerodrome owner.

Take-off Minima
AIP ENR 1.5 Para 4.4 – Take-off minima for other IFR aeroplanes
The take-off minima in this section applies to an IFR aeroplane that is NOT a
qualifying multi-engine aeroplane (see next section)
The take-off minima for the aeroplane are:
a. Cloud not more than SCT below 300 feet AGL
b. Visibility of 2000 metres
The pilot in command of the aeroplane must ensure that:
a. Terrain clearance is assured until reaching either en route LSALT or
departure aerodrome MSA; and
b. If a return to the departure aerodrome is not possible – the aeroplane’s
performance and fuel availability are each adequate to enable the
aerodrome to proceed to a suitable aerodrome, having regard to terrain,
obstacles and route distance limitations.
It is a condition of the use of the minima that:
a. If a return to land at the departure aerodrome will be necessary in the
event of an engine failure, the meteorological conditions must be at or
above instrument approach landing minima for the aerodrome or such as
to allow a visual approach; and
b. if an engine failure occurs at any time after V1, lift-off, or encountering
non-visual conditions terrain clearance must be assured until either
reaching en route LSALT or departure aerodrome MSA.
AIP ENR 1.5 Para 4.3 – Take-off minima for qualifying multi-engine IFR
aeroplanes
The take-off minima for a qualifying multi-engine aeroplane are:
a. A ceiling of zero feet; and
b. Visibility of 800M
Note: This minima can be reduced to a visibility of 550M under certain conditions. Refer AIP ENR 1.5
Para 4.3.2 (JEPP Terminal – Instrument Approach/Take-off Procedures 6.3.2).
A qualifying multi-engine aeroplane is one that meets the following requirements:

a. The aeroplane is:
(1) 2 pilot operated; or
(2) A single pilot operated jet aeroplane; or
(3) A single pilot operated propeller aeroplane with operative autofeather;
and
b. For an aeroplane with a MTOW exceeding 5,700KG – the aeroplane is
able to meet the relevant obstacle requirements of CAO 20.7.1B; and

c. For an aeroplane with a MTOW not exceeding 5,700KG:
(1) The gross climb gradient performance is at least 1.9% under ambient
conditions with the loss of the most critical engine; and
(2) The aeroplane engine-out climb gradient under ambient conditions
specified in the manufacturer’s data is at least 0.3% greater than the
obstacle free gradient for the runway length required; and
(3) The pilot in command uses published obstacle free gradients only if
such gradients are surveyed to at least a distance of 7,500M from
end of TODA; and
(4) An operator-established obstacle free gradient is used only if:
- The gradient (having a 150M baseline at the end of
TODA), 12.5% splays, and 7,500M distance) is
established not more than 30° from runway heading;
and
- The procedures involve not more than 15° of bank to
track within the splay; and
d. For a two pilot operation – each pilot is:
(1) Endorsed on type; and
(2) Multi-crew trained on type; and
(3) Multi-crew proficiency checked within the previous 13 months; and
(4) Instrument rated
It is a condition of the use of the minima that:
a. If a return to land at the departure aerodrome will be necessary in the
event of an engine failure, the meteorological conditions must be at or
above instrument approach and landing minima for the aerodromes or
such as to allow a visual approach; and
b. If an engine failure occurs at any time after V1, lift-off, or encountering
non-visual conditions terrain clearance is assured until reaching either en
route LSALT or departure aerodrome MSA; and
c. If a return to the departure aerodrome is not possible – the aeroplane’s
performance and fuel availability must each be adequate to enable the
aeroplane to proceed to a suitable aerodrome, having regard to terrain,
obstacles and route distance limitations.

Sample Departure Briefing
Chart
“Today we are using the [aerodrome] [departure title] [index number] effective
______.
“The [aid] is tuned identified and tested to [frequency].
[or]
“The [approach title] SID has been loaded and RAIM is available.”
Flying the Departure

[Read initial climb instructions from chart.]
[Discuss assigned altitude.]
Terrain
[Discuss MSAs]
Weather
[Discuss weather conditions from AWIS, ATIS, or TAF. Consider effect of wind
on tracks. Discuss QNH and confirm reasonableness.]
[Discuss weather conditions at destination and confirm they remain suitable.]
Considerations and Questions

[Discuss relevant chart notes for aerodrome and departure. Discuss relevant
NOTAMs for aerodrome and departure.]
[Discuss plan to achieve MSA in the event of engine failure and options
available to return or divert.]
[Discuss meteorological conditions from AWIS, ATIS, or TAF. Discuss QNH
and confirm reasonableness.]
[Discuss special considerations and conditions such as:
- recent changes to chart
- traffic]
[Ask the other crewmember (if applicable) if they have any further items to
discuss or have any questions.]

Sample Take-off Safety Briefing
“My speeds are:
VMCA ______
VR ______
VYSE ______
“When I have any abnormality before VR I will maintain aircraft control and reject
the take-off.
“At or after VR and before V YSE for a critical malfunction, I will maintain aircraft
control and
• land because runway permits; or
• accelerate to V YSE, selecting flap up above 300 feet.
[Make an informed and concise plan at each particular take-off, taking
into consideration strip length, obstacles, wind for increased climb
gradient, terrain and direction of turns, aircraft performance limitations
and type of malfunction that could occur.]
“Above V YSE I will maintain aircraft control, prevent yaw, mixture up, pitch up,
power up, gear up, flaps up then dead leg – dead engine, confirm and feather.
“Based on the meteorological conditions, terrain and facilities here, I will
• circle to land, turning towards the live engine [if appropriate]; or
• continue to ______.
“In the event that performance is not achieved to climb or maintain level flight, I
will ______ [discuss options].
[Discuss simulated or actual emergencies and who has control of the aircraft in an
actual emergency.]”

En Route
Local QNH, Area QNH and Transition Layers
AIP ENR 1.7 Para 2 – Altimeter Setting Rules
For all operations at or below the Transition Altitude (in the Altimeter Setting
Region), the altimeter reference setting will be:
a. the current Local QNH of a station along the route within 100NM of the
aircraft; or
b. the current Area Forecast QNH if the current Local QNH is not known.
For cruising in the Standard Pressure Region, the altimeter reference must be
1013.2 hPa.
The position to change between QNH and 1013.2HPA shall always be in the
Standard Pressure Region on climb after passing 10,000 ft and prior to levelling
off, or on descent to a level in the Altimeter Setting Region prior to entering the
Transition Layer and is shown in Figure 1.
Accessed from http://www.airservicesaustralia.com/aip/pending/aip/complete_16AUG2018.pdf on 10/10/2018

Navigation Requirements Under the IFR
AIP ENR 1.1 Para 4.1 – Flight Under the IFR
An aircraft operating under the IFR must be navigated by:
a. an approved area navigation system that meets performance
requirements of the intended airspace or route; or
b. use of a radio navigation system or systems where, after making
allowance for tracking errors of ± 9° from the last positive fix, the aircraft
will come within the rated coverage of a radio aid which can be used as a
fix. The maximum time interval between fixes must not exceed two hours;
or
c. visual reference to the ground or water by day, on route segments where
suitable enroute radio navigation aids are not available, provided that
weather conditions permit flight in VMC and the visual position fixing
requirements of AIP ENR 1.1 Para 4.1.2.1.b (Jepp ATC – General Flight
Procedures 5.2.1.b) are able to be met.
Note:
Distance able to be flown = 6.66 x rated coverage
Maximum time interval of 2 hours between fixes still applies
Fix can be achieved before station passage with GNSS or co-located DME within rated coverage
Deviations in Controlled Airspace

AIP ENR 1.1 Para 4.1.6 – Aircraft Deviations in Controlled Airspace - Advice to
ATC
The pilot must immediately notify ATC for any of the deviations described below:
Navigation Tolerance
NDB ± 5°
VOR Half-scale deflection
RNAV/RNP Navigation error plus Flight Technical Error
exceeded
DME ± 2 NM
VISUAL 1 NM

Holding
Sector Entries
AIP ENR 1.5 Para 3.4 – Entry Into the Holding Pattern
(Jepp TERMINAL – Holding Procedures Para 4)
Sector 1 entry (Parallel Entry)
a) On reaching the holding fix, the aircraft is turned onto an outbound
heading for the appropriate time (taken from over or abeam the holding
fix whichever is later), or until the reaching the limiting DME distance if
earlier; then
b) the aircraft is turned onto the holding side to intercept the inbound track
or to return to the fix; and then
c) on the second arrival over the holding fix, the aircraft is turned to follow
the holding pattern.
Sector 2 entry (Offset or Teardrop Entry)
a) On reaching the holding fix, the aircraft is turned onto a heading to
make good a track of 30 degrees from the reciprocal of the inbound
track on the holding side; then
b) flown outbound:
1. for the appropriate period of time from the holding fix, where
timing is specified, up to a maximum of 1 minute and 30
seconds; or, if earlier
2. until the appropriate limiting DME distance is attained, where
distance is specified; then
c) the aircraft is turned in the direction of the holding pattern to intercept
the inbound holding track; then
d) on second arrival over the holding fix, the aircraft is turned to follow the
holding pattern.
Sector 3 entry (Direct Entry)
On reaching the holding fix, the aircraft is turned to follow the holding
pattern. Outbound timing begins abeam the fix, or when the abeam position
cannot be determined, from completion of the outbound turn.
DME Arc Entry
Having reached the fix, the aircraft must enter the holding pattern in
accordance with either Sector 1 or Sector 3 entry procedure.

Non-standard Standard

Holding Limitations
AIP ENR 1.5 Para 3.3 – Limitations
(Jepp TERMINAL – Holding Procedures 3)
(a) Speed. IAS must not exceed
Altitude Max KIAS
230
Up to and inc. FL140
170*
ABV FL140 240
Above FL200 265
*Where the approach is limited to Cat A and B only
(b) Outbound timing begins abeam the fix of on attaining the outbound
heading, whichever comes later.
(c) Time/Distance outbound. The outbound leg must be no longer than:
(1) up to and inc. FL140 – 1 minute or the time or distance limit
specified on the chart;
(2) above FL140 – 1.5 minutes or the time or the distance limit
specified on the chart.
(d) Turns. All turns in nil wind should be at a bank angle of 25° or rate
one, whichever requires the lesser bank.
(e) Wind allowance. Allowance should be made in heading and in timing
to compensate for the effects of wind to ensure the inbound track is
regained before passing the holding fix inbound.

Approaches
Types of Instrument Approaches
Part 61 Manual of Standards Volume 2, Schedule 2, Section 5, Operational
Rating and Endorsement Standards
NDB
VOR
Instrument Approach 2D LOC
RNAV (GNSS)
DME or GNSS Arrival
ILS
MLS
Instrument Approach 3D
GLS
RNP-LNAV/VNAV (Baro)
Azimuth guidance NDB
operations DME or GNSS Arrival (using an ADF)
ILS
VOR
Course deviation
LOC
indicator operations
RNAV (GNSS)
DME/GNSS Arrival (using a CDI)

Setting QNH Before IAF
AIP ENR 1.5 Para 5.3 – QNH Sources
Prior to passing the IAF, pilots are required to set either:
(a) the actual aerodrome QNH from an approved source, or
(b) the Aerodrome Forecast (TAF) QNH, or
(c) the forecast area QNH
Where Airservices Australia instrument approach charts are identified by a
shaded background to either the minima titles for IAL charts or the published
minima for DME or GPS arrival procedures, landing, circling and alternate minima
have been calculated assuming the use of Aerodrome Forecast (TAF) QNH.
These minima may be reduced by 100FT whenever an actual aerodrome QNH is
set. Jeppesen instrument approach charts have minima for both actual
aerodrome QNH and forecast aerodrome QNH.
Approved sources of actual QNH are ATC and ATIS except when the aerodrome
forecast QNH is provided, AWIS and CASA approved meteorological observers.
An actual aerodrome QNH obtained from an approved source is valid for a period
of 15 minutes from the time of receipt.
Note: METAR QNH does not meet this requirement.
When the actual aerodrome QNH is not available, ATC will report the Aerodrome
Forecast (TAF) QNH on the ATIS. The ATIS will include information in the format
“ACTUAL QNH NOT AVAILABLE, AERODROME FORECAST QNH...”
Note: Forecast QNH reported by ATC or on the ATIS is not an approved source of actual QNH.
Where the forecast area QNH is used, the minima used must be increased by
50FT.
Pressure Error Correction

AIP ENR 1.5 Para 1.19.3 – Aerodrome Operating Minima
(Jepp TERMINAL – Instrument Approach/Take-off Procedures 2.6.3)
For precision approaches, the DA must be adjusted to account for aircraft
pressure error. The pressure error correction (PEC) can be determined using the
aircraft’s manuals. Alternatively, 50FT can be added to the DA.

Flying Below Lowest Safe Altitude
AIP GEN 3.3 Para 4 – Calculation of Lowest Safe Altitude
(Jepp ATC – Climb and Cruise 3.6.4)
An aircraft must not be flown under the IFR lower than the published lowest safe
altitude or the lowest safe altitude calculated in accordance with this section,
except when being assigned levels in accordance with ATS surveillance service
terrain clearance procedures or when being flown in accordance with a published
DME arrival, instrument approach or holding procedure, or except when
necessary during climb after departure from an aerodrome, or except during VMC
by day (CAR 178 refers).
Don’t Vector In Very Close

DME or GNSS Arrival
Vectors
Instrument Approach or holding
VMC by day
Climb after take-off
Descent Below the Straight-in MDA

AIP ENR 1.5 Para 1.8.2 – Descent Below the Straight-in MDA
Descent below the straight-in MDA or continuation of the approach below the DA
during APVs, may only occur when:
• visual reference can be maintained;
• all elements of the meteorological minima are equal to or greater than
those published for the aircraft performance category (see AIP ENR 1.5
Para 5.1.1 (Jepp TERMINAL – Instrument Approach/Take-off Procedures
7.1.1)); and
• the aircraft is continuously in a position from which a descent to a landing
on the intended runway can be made at a normal rate of descent using
normal flight manoeuvres that will allow touchdown to occur within the
touchdown zone of the runway of intended landing.

Circling Approaches and Visual Circling
AIP ENR 1.5 Para 1.7.6 – Circling Approaches and Visual Circling
During visual circling, descent below the circling MDA may only occur when the
pilot:
• Maintains the aircraft within the circling area; and
• Maintains a visibility along the intended flight path not less than the
minimum specified on the chart for the procedure; and
• Maintains visual contact with the landing runway environment (i.e. the
runway threshold or approach lighting or other markings identifiable with
the runway); then the pilot may:
• By day and when obstacles can be seen:
Descend below MDA from any position within the circling area to
an altitude that maintains obstacle clearance (OCA) not less than
that required for the aircraft performance category.
• By night:
From a position within the circling area on the downwind, base or
final leg, complete a continuous descent from MDA to the
threshold using rates of descent and manoeuvres normal to the
aircraft type.
In any case, the aircraft must not descend below obstacle clearance until aligned
with the landing runway.
AIP ENR 1.5 Para 1.7.2 – Restrictions on Visual Circling

Visual circling is prohibited in ‘no circling’ sectors by day in less than VMC and at
night.
After initial visual contact, the basic assumption is that the runway environment
(i.e. the runway threshold or approach lighting aids or other markings identifiable
with the runway) will be kept in sight while at the MDA for circling (Reference:
ICAO Doc 8168 [Jepp ATC 200 series]).
The visual circling procedure conducted at or above the circling MDA will provide
protection from obstacles within the circling area (see Note 1 (3) and Note 3).

Circling Areas
AIP ENR 1.5 Para 1.7 – Circling Approaches and Visual Circling
Aircraft category Circling area (NM) OCA (ft)

A 1.68 300
B 2.66 300
C 4.20 400
D 5.28 400
E 6.94 500
Procedure Turns
AIP ENR 1.5 Para 2.7 – Reversal Procedures
(Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 4.9)
Accessed from http://www.airservicesaustralia.com/aip/aip.asp?pg=20&vdate=28-May-2015&ver=1 on 06/07/2015

Approach Speeds
AIP ENR 1.5 Para 1.16 – Handling Speeds
(Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 2.3)
Max Max
Final
ACFT Initial and intermediate speeds speeds for
VAT approach
CAT approach speeds for missed
speeds
circling approach
A < 91 90 – 150 (110*) 70 – 100 100 110
B 91 – 120 120 – 180 (140*) 85 – 130 135 150
C 121 – 140 160 – 240 115 – 160 180 240
D 141 – 165 185 – 250 130 – 185 205 265
E 166 – 210 185 – 250 155 – 230 240 275
H N/A 70 – 120 60 – 90 N/A 90
* Max speed for reversal procedures
Instrument Approach Tolerances – Flight Tests

Part 61 Manual of Standards Volume 4, Schedule 8, Section 1, Table 5 –
Instrument Approach Tolerances

Instrument Approach Tolerances – ILS
AIP ENR 1.5 Para 7.3 – Altimeter Checks and Flight Tolerances
(Jepp TERMINAL – Instrument Approach/Take-off Procedures Para 2.7.3.1)
The final approach segment contains a fix at which the glide path/altimeter
relationship should be verified. If the check indicates an unexplained discrepancy,
the ILS/GLS approach should be discontinued. Pilots must conform to the
following flight tolerances:
a. To ensure obstacle clearance, both LOC/GLS final approach course and
glideslope should be maintained within half scale deflection (or equivalent
on expanded scale).
b. If, at any time during the approach after the FAP, the LOC/GLS final
approach course or glideslope indicates full scale deflection a missed
approach should be commenced.
DME or GNSS Arrivals

AIP ENR 1.5 Para 11 – DME or GPS Arrival Procedures
(Jepp TERMINAL – DME/GPS Arrival Procedures)
The following specific restrictions apply to the conduct of a GPS Arrival:
a. The database medium (card, chip, etc) must be current and of a kind
endorsed by the receiver manufacturer.
b. The coordinates of the destination VOR or NDB, to which the descent
procedure relates, must not be capable of modification by the operator or
crew.
c. GPS integrity (e.g. RAIM) must be available before descending below the
LSALT/MSA.
d. The nominated azimuth aid (VOR or NDB) must be used to provide track
guidance during the arrival procedure.
e. If at any time during the approach, there is cause to doubt the validity of
the GPS information (e.g. RAIM warning), or if GPS integrity is lost (e.g.
RAIM not available), the pilot must conduct a missed approach.
The clearance “CLEARED DME (or GPS) ARRIVAL” constitutes a clearance for
final approach and authorises an aircraft to descend to the minimum altitude
specified in the appropriate DME or GPS Arrival procedure. ATC is not permitted
to impose any altitude restriction on such a clearance.
When cleared for a DME or GPS Arrival in controlled airspace an aircraft must not
orbit, enter a holding pattern, or use holding pattern entry procedures. ATC will
not issue a clearance for a DME or GPS arrival that involves the use of a holding
pattern entry procedure.
When ATC cannot issue a clearance for an unrestricted DME or GPS arrival, the
phrase “DESCEND TO (level) NOT BELOW DME (or GPS) STEPS” may be

used. Such an instruction authorises descent in accordance with the DME or GPS
steps only to the specified altitude.
ATC may clear an aircraft to intercept the final approach segment of another
instrument approach procedure. When clearing an aircraft for such a procedure,
ATC will use the phrase “DESCEND TO (level) NOT BELOW DME (or GPS)
STEPS” and will issue further instructions prior to the aircraft’s reaching the
cleared level.
Nothing in these procedures absolves the pilot in command from his/her
responsibilities to maintain the aircraft on the authorised track or within the
defined sector.
Note 1: Where the track being flown is not aligned with the landing runway, a clearance for a DME or
GPS Arrival includes a clearance to manoeuvre within the circling area to position the aircraft on final
for landing.
Note 2: Where possible, DME and GPS arrival procedures are designed to contain the aircraft within
controlled airspace and provide 500FT separation from the CTA lower limit. However, there are
locations where the procedure commences in Class G airspace, or which can take aircraft into Class
G airspace on descent. Pilots should check procedures to ensure that aircraft are contained in CTA
where required.
Visual Approaches – issued by ATC

AIP ENR 1.1 Para 2.11.8.1 – ATC Authorisation
(Jepp ATC – Departure, Approach and Landing Procedures 1.10.7.1)
Visual approaches may be granted to IFR and VFR flights.
For an IFR flight by day when:
1) the aircraft is within 30 NM of the airport; and
2) the pilot has established and can continue flight with continuous visual
reference to the ground or water; and
3) VIS along the flight path is not less than 5000M, or for helicopters 800M,
or the airport is in sight.
For an IFR flight by night when:
1) the pilot has established and can continue flight to the airport with
continuous visual reference to the ground or water; and
2) VIS along the flight path is not less than 5000M; and
3) the aircraft is within 30 NM of the airport; and
4) receiving an ATS surveillance, the flight has been assigned the minimum
vector altitude (MVA) and given heading or tracking instructions to
intercept final or to position the aircraft within the circling area of the
airport.
For a VFR flight by day or night, the only condition is that the aircraft must be
within 30 NM of the aerodrome.

AIP ENR 1.1 Para 2.11.8.4 – Tracking Requirements for visual approach
Tracking requirements for a visual approach include the following:
1) A PIC must maintain track/heading on the route progressively authorized
by ATC until:
a) by day, within 5 NM of the aerodrome; or
b) by night:
- IFR, within the prescribed circling area; or
- VFR, within 3 NM of the aerodrome; and
- the aerodrome is in sight
2) From this position, the CCT must be joined, as directed by ATC for an
approach to the nominated RWY.
AIP ENR 1.1 Para 2.11.8.7 – Minimum Altitude Requirements

During the conduct of a visual approach, a pilot must descend as necessary to:
1) By day:
a) IFR, remain not less than 500 FT ABV the LL of the CTA; and
b) IFR and VFR, operate not BLW the lowest safe altitude
permissible for VFR flight (CAR 157).
2) By night:
a) IFR:
- maintain an altitude not less than the route segment
LSALT/MSA or the appropriate step of the DME/GPS
Arrival procedure, or 500 FT ABV the lower limit of the
CTA, if this is higher; or
- if receiving an ATS surveillance service, operate not BLW
the last assigned altitude;
until the aircraft is:
- within the prescribed circling area for the category of
aircraft or a higher category, where the limitations of the
higher category are complied with, and the aerodrome is
in sight; or
- within 5 NM (7 NM for a RWY equipped with an ILS) of
the aerodrome, aligned with the RWY centreline and
established not below “on slope” on the T-VASIS or
PAPI; or
- within 10 NM of the aerodrome (14 NM for RWYs 16L
and 34L at YSSY), established not BLW the ILS
glidepath with less than full scale azimuth deflection.
b) VFR:
- maintain not less than the lowest altitude permissible for
VFR flight (CAR 174B) until the aircraft is within 3 NM of
the aerodrome and the aerodrome is in sight.

Visual Approaches – issued by ATC
Day Night
may be issued when...
Within 30NM Within 30NM
Continuous visual reference to Continuous visual reference to
ground or water ground or water
VIS 5000M VIS 5000M
Receiving an ATS surveillance,
assigned MVA and given HDG or
-
TK instructions to intercept final or
to position in circling area
maintain track/heading on the route authorised until...
Within 5NM Within circling area
descend as necessary to...
Not less than LSALT/MSA, DGA
Remain not less than 500FT
step, or 500FT ABV the LL of the
ABV the LL of the CTA
CTA; or
If receiving an ATS surveillance
Operate not BLW CAR 157 service, not BLW last assigned
ALT
until
Within circling area; or
- 5NM on PAPI; or
7NM on PAPI (ILS RWY); or
10NM on glideslope

Visual Approaches – by pilot
AIP ENR 1.5 Para 1.15 – Visual Approaches
Subject to the requirements of AIP ENR 1.5 Paragraphs 1.7, 1.10 and 1.14 (Jepp
TERMINAL – Instrument Approach/Take-off Procedures 4.14, 4.10 and 4.17), the
pilot need not commence or may discontinue the approved instrument approach
procedure to that aerodrome when:
1) By day. Within 30NM of that aerodrome at an altitude not below the
LSALT/MSA for the route segment, the appropriate step of the DME or
GNSS Arrival Procedure, or the MDA for the procedure being flown, the
aircraft is established:
a) clear of cloud;
b) in sight of ground or water;
c) with a flight visibility not less than 5,000M or, in the case of a
helicopter, is able to proceed under helicopter VMC, or the
aerodrome is in sight; and
d) subsequently can maintain (a), (b) and (c) at an altitude not less
than the minimum prescribed for VFR flight (CAR 157) to within
the circling area or, in the case of a helicopter, can subsequently
maintain helicopter VMC to the HLS.
2) By night. At an altitude not below the LSALT/MSA for the route segment,
the appropriate step of the DME or GNSS Arrival Procedure, or the MDA
for the procedure being flown, the aircraft is established;
a) clear of cloud;
b) in sight of ground or water
c) with a flight visibility not less than 5,000M; and
d) within the circling area or VAA-H, as applicable; or
e) within 5NM (7NM for a runway equipped with an ILS) of that
aerodrome aligned with the runway centreline and established
not below “on slope” on the T-VASIS or PAPI; or
f) within 10NM (14NM for Runways 16L and 34L at Sydney) of that
aerodrome, established not below the ILS glide path with less
than full scale azimuth deflection.
Note: Reference to circling area in this section includes the circling area for the category of
aircraft or a higher category where the limitations of the higher category are complied with.

Visual Approaches – by pilot
Day Night
Pilot need not commence or may discontinue IAP when...
Within 30NM -
Clear of cloud Clear of cloud
In sight of ground or water In sight of ground or water
VIS 5000M or AD in sight VIS 5000M
Not less than CAR 157 to
Within the circling area; or
within circling area
- 5NM on PAPI; or
- 7NM on PAPI (ILS RWY); or
- 10NM on glideslope

Landing Minima
AIP ENR 1.5 Para 4.7 – Landing Minima
Airports Without Approved Instrument Approach Procedures
▪ IFR Day – visual approach requirements
▪ IFR Night – VMC from LSALT within 3 NM
Airports With Approved Non-Precision Approach Procedures
▪ IFR Day and Night – as specified in the relevant IAL chart except when
the installed HIAL is not available, visibility for a LOC approach must be
increased by 900m.
Airports With Approved Precision Approach CAT I Procedures
Published DA and visibility minima may be used, except that:
a. minimum visibility 1.5 km is required when precision approach CAT I
lighting system (known as HIAL) is not available; and
b. minimum visibility 1.2 km is required unless:
(1) the aircraft is manually flown at least to the CAT I DA using a
flight director or approved HUDLS; or the aircraft is flown to the
CAT I DA with an autopilot coupled (LOC and GP or GLS); and
(2) the aircraft is equipped with a serviceable failure warning system
for the primary attitude and heading reference systems; and
(3) high intensity runway edge lighting is available.
c. minimum visibility 0.8 km is required if threshold RVR is not available.

Missed Approaches
AIP ENR 1.5 Para 1.10.1 – Missed Approach - Standard Procedures
(Jepp TERMINAL – Instrument Approach/Takeoff Procedures Para 4.10.1)
AIP ENR 1.5 Para 1.12 – Missed Approach Requirements - GNSS
(Jepp TERMINAL – Instrument Approach/Takeoff Procedures Para 4.12)
“So Not Visual ROFL”

Straight-in landing cannot be effected and a
circling approach cannot be made under the
So
conditions equal to, or better than, those
specified for circling
Not visual when you reach the DA/RA height
Not Visual
or MAP
R RAIM Warning or Loss of RAIM after the IAF
O Outside tolerance during the final segment
F Failure of aid or suspect aid and below MSA
L Lost visual reference during circling

Missed Approaches When Unable to Achieve Climb Gradient
AIP ENR 1.5 Para 1.10.1 – Missed Approach - Standard Procedures
Note 2: In IAL procedures, the missed approach is designed to provide a minimum obstacle clearance
of 100FT to an aircraft climbing along the specified missed approach path at a gradient of 2.5%
(152FT/NM) from the MAPT or DA/RA Height from which the missed approach procedure
commences. If this missed approach climb gradient cannot be achieved the DA, MDA or RA Height
should be increased, or other action taken to achieve the required obstacle clearance along the
specified missed approach flight path (refer below).
With all engines operating, CAO 20.7.4 requires aircraft to achieve a 3.2% climb
gradient for a missed approach. When considering one engine inoperative
situations though, the CAO requirement is just 1%. Use the aircraft’s manuals to
determine gradients achievable in the missed approach. When the missed
approach climb gradient of 2.5% cannot be achieved, a new MDA or DA can be
determined using the following method:
or
n = c - (x / y × c)
Where:
n = height to add to published MDA
c = climb height from published MDA to TOC MAP
x = actual ROC or % gradient
y = required ROC or % gradient

Gradient Rate Nomograph
Accessed from http://www.airservicesaustralia.com/aip/pending/dap/GINTA01-130_16AUG2018.pdf on 10/08/2018

Sample Approach Briefing
Chart
“Today we are using the [aerodrome] [approach title] [index number] effective
______.
“The [aid] is tuned identified and tested to [frequency].
[or]
“The [approach title] approach has been loaded and RAIM is available.”
Briefing Strip™ and Terrain

[Read first two lines of Jeppesen Briefing Strip™ left to right, including MSAs.]
Flying the Approach

[Discuss inbound track and any applicable sector entries or holds.]
[Discuss how the approach is flown with tracks, turns and “not below” descent
steps.]
“When we become visual the runway is [discuss position] and we will
[manoeuvre to land on/land straight-in on] runway ______.
“The missed approach point is ______. When we go missed approach, we will
[turn left/right/continue on track] to track ___° and climb to ______ feet.”
[Discuss aircraft reconfiguration for the missed approach if applicable.]
Weather
[Discuss expectations of weather conditions from AWIS, ATIS, or TAF
including any difficulties expected in becoming visual. Discuss QNH and
confirm reasonableness.]
[Discuss alternate options and fuel available to hold or divert.]
Considerations and Questions

[Discuss special considerations and conditions such as:
- Relevant NOTAMs for the approach and aerodrome
- Relevant chart notes for the approach and aerodrome
- recent changes to chart
- missed approach gradients versus aircraft performance
- no-circling areas
- runway condition
- actions after landing]
[Ask the other crewmember (if applicable) if they have any further items to
discuss or have any questions.]

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Version 5.1 – 5 April 2019

Page 1 of 57 © Ben Montgomery-Schinkel 2019 | V5.1

Page 2 of 57 © Ben Montgomery-Schinkel 2019 | V5.1

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CASR 61.020 – Definition of class of aircraft for Part 61

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Validity of an Instrument Proficiency Check

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CASR 61.860 – Limitations on exercise of privileges of instrument ratings –

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Requirement (in an aircraft or approved

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CAO 20.18 Para 7 – Assigned altitude indicator

CAO 20.18 Para 10 – Serviceability

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Aircraft not greater than 5 700 kg

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Operation Number Type Conditions

and 1 ADF or VOR

Operation Number Type Conditions

Multi-sensor navigation Must be approved by CASA as

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VMCG Minimum Control Speed, ground

VSSE Single Engine Safety Speed

VYSE Single Engine Best Rate of Climb Speed (blue radial)

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Take-off Climb Performance

Multi-engine aeroplanes engaged in all other operations:

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d = 1.23 (√(Htx) + √(Hrx))

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Accessed from https://www.casa.gov.au/book-page/chapter-4-surveillance-and-ads-b on 05/08/2018

Accessed from http://www.airservicesaustralia.com/wp-content/uploads/ADS-B-5k.jpg on 05/08/2018

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Brisbane Centre Brisbane Centre

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Canberra Departures Canberra Departures

Canberra Departures Canberra Departures

First contact with Approach

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PROV and PROB

AIP ENR 1.1 Para 11.7.2 – Weather Conditions

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Special Alternate Weather Minima

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AIP ENR 1.7 Para 1.2 – IFR Altimeters

AIP ENR 1.7 Para 1.3 – VFR Altimeters

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A qualifying multi-engine aeroplane is one that meets the following requirements:

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Flying the Departure