IFR Written Notes - Part 3 - IFR Weather

MET
Know Symbols
- Continous (green)
- Showery (green)
- Turbulance (red)
- Freezing Level (red lines)
- Drizzle
- Snow
- Ice Pellets
- Freezing Rain/Drizzle - most severe from 0 to -15 degrees C
- Occluded
- Stationary
- Frontogenesis
- Frontolysis
- Line Squall (Purple)
- Severe Rain Squall
- Troval
- Continous Rain
- Intermittent Rain
- Thunderstorm

Sky Conditions
VV - Obscured
Few 1-2 / 8
Scattered 3-4 / 8
Broken 5 <> 5/8 coverage

GFA
- Date in Day / Month / Year
- valid for 6 hours
- IFR outlook area in GFA is valid for 12 hours
- 7 domains
- issued 4x a day 1/2 hour before beginning
- QS is Quazi Stationary moving <> 20 KT or Gust > 30 KT
- Cloud tops shown
- All heights in ASL
- IFR when <> 5 SM and > 3000 FT AGL

Moisture
- Relative humidity is the percentage of saturation
- Dewpoint is the temperature air must be cooled for 100% saturation
- Warmer the air, more the water it can hold

TAF
- Calm if < style="font-weight: bold;">Icing
- severe in 2 degrees to
-40 degrees

Clear
- unstable cumulus
- 0 to -7 degrees
- smooth, heavy, formed from large super cooled
- spreads back
- forms on wings, etc.

Rime
- stable layered clouds
- 0 to -15 degrees
- small, formed from super cooled droplets
- opaque and granular
- builds forward
- forms on sharp surfaces
Got a question on the test - about if Clear Ice is worst in (a) cumulus or (b) stable and (1) most/least across horizontaly or (2) most/least across vertically - got all combinations of the above; I picked (a)-(2) - i.e. cumulus, most across vertically

Light - Dangerous if flight > 1 hr
Medium - Anti Icing required, divert
Severe - Immediate diversion - anti icing will not help

WS on Aviation report means SIGMET
- Short term warnings
- active TX, line of TX, heavy hail
- severe turbulance/icing, moutain waves, hurricanes, dust storms, low level wind shear - broadcast on IFR/VFR ATS frequencies on receipt
Got a question asking if I hear "SIGMENT Bravo" on the ATIS, what should do I - contact FSS, Contact Ground, Details given on Delivery, or details given in Clearance

AIRMET
- when not in GFA and not requiring SIGMET
- IMC, Freezing preciptiation, moderate iciing, moderate turbulance, isolated thundershowers
- >60 degree wind change
- Valid till next GFA

PIREP
UACN01 <- 01 means urgent TA <>50% XTNSV

Winds > 20 KT - feathers point towards FROM wind direction
solid pendant means 50 KT?

Corrections
CCA (1st)
CCB (2nd)

IFR Written Notes - Part 4 - General

Weather Radar - yeah, doesn't seem important, but got to know about it for the exam
Heavy Turbulance and Hail - hooks and fingers
Attenuation
- happens when there are rain showers between aircraft and thundershowers
- happens when there is ice or heavy rain near radome
Reflection greatest in Wet snow
Reflection least in Dry snow
Gain - adjusts radar sensitivity
Tilt - adjusts pitch of antenna

ADF Errors
- Accuracy: 10 degree enroute, 5 degree approach
- Station Overlap
- Electrical storms
- Night effect (greatest 1/2 hr just after sunset, and 1/2 hr before sunrise)
- Quadrantal errors - radiowaves deflect when they strike aircraft
- Mountain error
- Electrical storms

UHF Equipment
- Glidescope
- DME
- TACAN

VOR Errors
- Accuracy: 3 degrees
- Check: VOT/Comparing two VOR: no more than 4 degree deflection; enroute: 6 degrees
- there is protection when following glidescope between 6-9 degrees and within 4 NM

DME
- Accuracy 3% or +/- 0.5 NM
- When checking at station: 0.5 NM
Distance = Sqrt ( Slant Range NM^2 - Altitude NM^2)
(altitude = FT / 6075)

ILS
- Beam width 1.4 degrees
- Above horizontal 3 degrees
- 4x sensitive, 2.5 degree deflection is full (0.5 degrees each dot)

Airspeed Errors
Pitot Block
- Climb Over-read
- Descent Underread

Static Block
- Climb Under-read
- Descent Overread
The question in the exam was what happens when pitot tube is blocked and when a/c is straight and level, and power is increased

RMI
- Tail points to from radial of VOR
- Head points to ADF "Track to Station"

HSI
- didn't answer the question in the exam - had to do with what you set it to to intercept

STAR - Standard Terminal Arrival Route
- *Open Star - Terminates at Downwind Terminal Waypoint (DTW)
- Closed Star - Terminates at Final Approach Course Fix (FACF)

*When approach clearance is given 3 miles or more, Open Star becomes closed star (i.e. intercept FACF)

ADF Intercept - Pay attention to
- INBOUND OR OUTBOUND track to intercept
- Relative Bearing
First draw position of the plane, the heading and the ADF
- figure out if you are left or right of the ADF
- if you are left of the ADF track, intercept bearing + intercept angle
|
|
|
x |

- if you are right of the ADF track, intercept bearing - intercept angle
|
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|
| x
- you know that you have intercepted when you are at the calculated Relative Bearing to Station
Magnetic Heading + Relative Bearing = Magnetic Bearing to Station

Wake Separation
3 min. if intersection departure
2 min. if threshold departure

If Radar departure < style="font-weight: bold;">GPS
- 6 planes
- 4 satelites in each plane
- 24 satelites, 2x daily orbit at 10,900 NM above
- 4 satelites to caculate position and velocity
- RAIM requires tha tthere are at least 6 satelites in view
- Limitations
- interferance
- signal masking in steep mountains
- if shut down by the US
- database needs to be updated 28 to 56 days notice

Alternate Minimums
GNSS approach at altitude only when
a. served by traditional approach aid there
b. RAIM or WAAS there
c. LNAV approach there
d. available at planned ETA
e. GPS tested periodically and at least once mid point to destination
f. If GNSS at alternate, it should not be used by destination
g. Only LNAV minimums should be used (no lateral/vertical - LNAV/VNAV or LPV)

Request NOTAM file KNMH to check +/- 60 min. before ETA
OK when one satellite is out
if 2 or more satellites are out, need to see if approach level RAIM is available (with RAIM prediction software) - unchecking the out satellites

WAAS
- ensure WAAS NOTAM not failed
- ensure wide spread WAAS outages
- check aerodrome NOTAM for LNAV

GNSS/GPS Approaches
GPS Overlay
- GPS equipment used to fly an approach based on traditional aids
- Eg. ILS or NDB Rwy 13 (GNSS)
- need GPS avionics to be certified
- need ground level equipment to work
- RAIM prediction should work
- Need to request "Request GPS Overlay Runway XX"
- ATIS will ask which aid
- Can buy pass procedure turn and turn directly to FAF
- Can even not monitor NAVAID - unless required by AFM
- Can even fly when Navaid is termporaily out of service - unless required by AFM

Standalone approach
- GPS is the exclusive approach aid
- Use Prefix RNAV
- Minima
- *Localizer Precision w/ Vertical Guidance
- *LNAV / VNAV (vertical/lateral navigation)
- LNAV - lateral navigation only - non precision

* Not considered to meet precision approach requirements (approach with vertical guidance)
* APV landing

Pilot generated way point not okay for appraoch (enroute is okay)

RAIM
- should be checked +/- minutes ETA
- Before GNSS Takeoff
- Before GNSS approach
- if not available, advise intentions (delay or fly another or fly alternate)

Take off minima
a. At or above
b. If not above or fluctuating, or below min. t/o visibility, or not reported - ground vis
c. visibilty observed by PIC

Missed Approach Point - Non Precision
Decision Height - Precision

VFR
Manufold Pressure
Oil temp
Oil pressure
Fuel indicator
Altimeter
Compass
Time piece
Air speed indicator
Radios

DD II DD
NN NN II

IFR - day
+ Attitute
+ V/S Indicator
+ 50% fuses (yes, even in day!)
- Pitot heat
- Temperature (outside)
- Power failure warning
- Alternate source of static power
- Pitot/Static checked within 24 months
- Electrical energy

IFR Written Notes - Part 2 - IFR Charts, Procedures, Planning

Com Failure Procedures
Route
- Assigned by ATC, Expected Clearance
- Radar Vectored? Direct to fix, route or airway
- OR Flight Planned Route

Altitude - Highest Of
- Altitude last assigned and acknowledged
- Minimum IFR Altitude
- Altitude ATC said to expect
- Radar Vectored? Climb to minimum IFR Altitude until arrival at FIX/ROUTE/ARRIVAL

Descent for Approach - Later of
- Original ETA
- ETA Notified or Acknowledged by ATC
- Expected approach time

Hold
- Leave at EFC / EAC
- If Hold Fix is not Approach Fix, leave fix at EAC time
- If you have not received fix time, procced to fix and commence descent

Holds - if you were given a leave time before reaching hold
- You can slow down airplane so as to reach the fix at the leave time!

Use Ground Speed calculated from TAS, not IAS or CAS for calculations
PAR approach procedures in the GEN section of CAP

VOR

FROM
XX Degrees set (eg. 120 degrees)
- | -
- | -
- | -
- | -
- | -
|
|
- | -
_____-__________________-______
- | -
- | -
|
- | -
- | -
- | -
- | -
- | -
|

TO

Illusions

Downslope Low High Approach
Upslope High Low Approach
Narrow High Low Approach
Wide Low High Approach
Rain Close to runway High Approach
Bright Runway Low High Approach

Clearance - CRAFT

1. ATC Clears Ident
2. Clearance Limit
3. Route
4. Altitude

5. Frequency

6. Traffic / Special Instructions

Approach Ban
- A 1200
- A/B 1200 / 600
- A 1200
- NOTE THAT THE VIS (IN SM) AND RVR IS ADVISORY AND FOR FLIGHT PLANNING ONLY!! Eg. if it says 2600 RVR - doesn't apply for approach / Ceiling is the only thing that matters unless you run into the above (A, A/B, C) constraints or if below 1/4 SM ???
- Exceptions to Minimum RVR
1. Passed Outer Marker
2. Training flight with missed intended
3. Ground Vis > 1/4 when RVR fluctuating above and below minimum
4. Precision approach to CAT III minima

CAT I - 300 FT?
CAT II - 250 FT?
CAT III - 100 FT?
GPS Minima - 250 FT

When maintaining 3 degree glidescope
Strong headwind - decrease in ground speed, decrease in descent
Strong tailwind - increase in ground speed, increase in descent

Rate of Descent for 3 degree slope should be ground speed x 5

IFR Written Notes - Part 1 - Air Law - Instrument Rating Written Highlights

Know how to read a NOTAM

GG CYYZLFNI
141736 CYYZLFNI
(DAY) (TIME IN UTC)

060007 NOTAM N CYOW OTTAWA INTL
(YEAR) (NOTAM NUMBER) (N FOR NEW, C / CANELLED, J / CFRI, R / REPEATING, Q / QUERY/RESPONSE)

CYOW ILS 078 U/S TILL APRX 0601191200
IF APRX USED, THERE WILL BE A CANELLING NOTAM
(YEAR, MONTH, DAY, HR)

VASIS - 4 NM Visibility, 3 degree approach

PAPI
W W R R is correct

VASIS - 3 Bar

Normal aircraft (25 Ft. Normal - up to DC-8)
High
R
W W
W W

OK
R
R R
W W

LOW
R
R R
R R

Wide Body
(45 Feet Eye to Wheel)
High
W
W W
N/A

OK
R
W W
N/A

LOW
R
R R
N/A

Position Reports
- not necessary if radar identified unless in an altitude not appropriate for direction
- note that you have to revise if the ETA for next position reported is +/- 3 minutes

1. ID
2. Position
3. Time (UTC)
4. Altitude
5. IFR or VFR Plan
6. Next reporting point and ETA
7. Name of next succeeding reporting point (without the "on request" reporting point)
8. Additional Information
(Note that there was a tricky exam question - there was a on request reporting point - A, a regular reporting point - B (Montreal airport), two more on request reporting points C and D and then the final airport (Ottawa). The question was what do you say if A was a requested reporting point. Choice 1. A, then B and then C (even though it is an on request reporting point) 2. A, then C (on request), and then D(on request) 3. A, then B and then D (on request). I picked choice 1.

Flight Plan Canceling
- Pilot can CANCEL IFR flight plan in which case SAR/Alerting is still active and pilot will need to CLOSE flight plan
- Pilot can change from IFR to VFR flight plan (but need to explictly say this... you'll see that the rules are confusing and leads you to believe that when IFR flight plan is cancelled, flight plan is automatically changed to VFR - not true!)

Approach
- When there is an approach, IFR will clear you to a published approach
- When no approach, ATC will clear you to the MEA, you can descend to the MOCA for 30 min. and retain ATC protection if unable to cancel IFR at MEA (if controller doesn't hear from you, they will automically add 30 min.+ETA to SAR times)
- I got a question wrong on this... if ATC simply clears you to MEA, do you report to the ATC which runway and which approach you intend to take?

Flight Planning
- Speed is in TAS
- You need to revise if it is +/- 5%

Holds
- make at least 3 degrees per second or 25 degree bank angle
- inbound leg hold time 1 min if less than (including) 14,000 feet and 1.5 min if more than 14,000 feet
- Hold minimum speed:
Prop 175 KIAS
or for jet 230 KIAS <= 14,000 feet and > 14,000 feet is 265 KIAS
Shuttle speed should be 200 KIAS Maximum (necessary when more than 2000 feet descent/climb in mountainous areas)

Maximum Speeds
<>Contact Approach - Pilot Initiated Only
Clear of cloud
1 NM flight Vis
Visual reference to earth
ATC provides IFR separatoin and will issue missed (if there are no published missed approach procedures, you won't get contact approach)

Visual Approach - Pilot or ATC Initiated
Ceiling 500 feeet above vectoring altitude
3 SM visibility
Airport sighting required
ATC provides IFR separatoin and will NOT issue missed

Uncontrolled airport procedures (if an airport has an IFR approach, it will be marked black on the chart - as opposed to green)
1. 5 min. before approach procedure
2. Passing fix for approach turn (if no approach turn, intercepting final approach track)
3. Upon passing approach fix (or if no approach fix, 3 min. before estimated time of landing)
4. When commensing circling procedure with intentions
5. Turning in final approach
6. Missed approach

I believe I got a question wrong related to approach - what if you were to do a missed, and you don't get instructions from ATC / Tower... do you...
a. proceed to fix and go directly to alternate
b. do another approch from fix
c. contact ATC
d. do a hold?

Aircraft Categories - climb or approach speeds where applicable
A < style="font-weight: bold;">Circling Approach (gives you 300 ft. clearance above obstacles)
A 1.3 NM
B 1.7 NM
C 1.9 NM
D 2.3 NM

IFR On Top - assigned to reduce ATC workload
- Needs to be autorized by ATC
- 1000 ft. above well defined cloud top
- 3 SM Vis (as opposed to 5 SM for VFR on top)
- B, C, D or E airspace
- No separation (except at night, and when holding)

Extreme Cold Temperatures
- 1000 FT over MEA (except if radar vectored - these are already adjusted)
- Note that areas 1 and 2 (Rocky's and Baffin Islands) requires 2000 ft. obstacle clearance 5 NM from airplane, and areas 2,3,4 require 1500 ft. obstacle clearance 5 NM from airplane

Alternate Minimums
BECOMING / TEMPO - not below alternate minima (use worst case time if improving or if detoriating)
PROB - not below landing minima
a. 2 or more precision - 400-1 (or 200 - 1/2 above HAT)
b. 1 precision - 600-2 (or 300-1 above HAT)
c. non precision - 800-2 (or 300-1 above HAT)

1. Note that 400-1, 600-2, 800-2 are AGL and fixed... you don't need to do add above HAT
2. 200-1/2, 300-1 needs to be added to HAT
You would compare 1 and 2 and use the highest.
If you are using standard 400-1, 600-2, 800-2 you can use sliding scale - 600-2 can be 700-1 1/2 or 800 - 1 and 800-2 can become 900-1 1/2, 1000-1)

Aerodrome Advisory 3 mile vis and 500 ft above HAT
GFA - no cloud (scattered, few, whatever) < style="font-weight: bold;">Missed Approach
- Conduct from original clearance (not from missed approach for circling landing runway)
- Minima published for straight in when runway is within 30 degrees

Altimeter current
- withhin 90 min. of observation

Radar Required approach
- Initial approach segment will be missing

Flight Separation
1000 ft below and including FL 290
2000 ft above FL 290
- note that it is FL when altimeter 29.92 is used

Take Off minimums
- governed by Visibility
- (a) RVR - unless fluctuating above and minimum or low due to localized conditions
- (b) Ground Vis
- (c) Observed by PIC
In no way should it be less than 1/2 SM
Standard (indicated by a *) is 2600 or 1/2 SM
If Spec(ific) Vis(ibility) is used, need to use category
-A 1
-B 1.5
-C 2
-D 2
Obstacle clearance is based no 35 ft. above departure of runway, climb to heading of 400 AAE before turning, maintain climb gradient of 200 FT / NM