IPC Group 3

Read notes from Seneca. Read my notes. Preparation:

Examiner would have asked you to plan a route, for me it was CYRP to CYGD. He asked me to make a flight plan for it. He also said he weighs 245 lbs, and three standard female passengers. (for weight and balance).

Without him specifically asking, you will need to do:

Flight Planning
ICAO Flight Plan document
Weight and Balance
Fuel Calculations
What equipment do you have on board the plane
Journey log items
Is your licence valid - medical, ratings, etc.

I had this all prepared and printed, which drastically increased the confidence in me.

Q. What are the numbers for the aircraft?
I had all this printed in a handy “cheat sheet” (Vmc, Vso, Vx, Vy, safe speed for icing, etc.)

(not asked but I had this prepared) Q. Review of the Journey Log to ensure that all IFR equipment requirements are met
Altimeter/Pitot-Static System Check - must undergo 24 month check
T transponder check within 24 months
E ELT within 12 months, ½ life of battery, or 1 hr cumulative use (Battery Past 2 years)
Airspeed indicator, Altimeter, Gyroscopic rate-of-turn indicator, Slip-skid indicator, Attitude indicator, Heading indicator, Magnetic direction indicator
Generator or alternator of adequate capacity
Clock displaying hours, minutes, and seconds,
Tachometer for each engine
Oil pressure gauge, Temperature gauge, Manifold pressure gauge
Fuel gauge indicating the quantity of fuel in each tank
Landing gear position indicator, if the aircraft has a retractable landing gear
Safety belts
Emergency Locator Transmitter (ELT)
Position Lights, Anti Collision Lights, At least one landing light
One spare set of fuses, or three spare fuses of each kind, accessible to the pilot in flight
Two-way radio communication and navigation equipment suitable for the route to be flown
Radios and navigational equipment appropriate to the ground facilities to be used
(no requirement for navigational equipment such as VOR and GPS, but you must have them equipped if you intend to use their associated facilities. Since IFR procedures rely heavily on these types of navigational equipment, you won’t go far without them.)

Q. How much fuel do you need to carry?
Taxi, climb, fly to Destn, go missed, alternate + 45 min
I had this all calculated on a piece of paper to show how I arrived at each number

Q. Why did you pick that route and altitude?
No mandatory routes between those two destinations, so did direct
Above MEA
Airspace along route (any restricted airspace?)
NOTAMS for airport
NOTAMS for airway
RAIM check
TAF (none at CYGD so what do you do?)
Look at GFA (for cloud cover, icing) and nearby airport TAFs

Q. What do you need to use an approach?
Need to have no obstructions on runway and know winds (no TAF, but you need to get that with the UNICOM otherwise you have to fly over and go circling, and if no circling go missed)

Q. What is the runway and approach expected to be at the airport?
There is no TAF, but I looked at nearby TAFs and GFA so knew what to expect for altitude and winds
If there was RSC (Runway Surface Conditions) and Cross Wind/Tail Winds I’d have used CFS calculations (Eg. 0.4 will double the landing distance from 2000 dry to 4000 landing distance.)

Q. Explain approach plate - what the numbers on the approach plates are
There were numbers on the waypoints prior to the final approach fix that I wasn’t sure how to interpret, but got that figured out (basically review fly by approach and top of descent; those numbers allow for a 3 degree slope)

Q. If UNICOM isn’t working you don’t know what the winds are and if there is obstruction on the runway (which is required for an instrument landing), what would you do?
There is no circling, so you can’t circle around to land
So you’d fly over to go missed to inspect the runway and come back to land
Q. What’s your alternate airport and why did you pick that?
Distance to alternate consideration
NOTAM
Runway lengths
Approaches (600-1, 800-2)
London, Ontario due to the runway lengths and approaches
IMPORTANT: It has a ILS 15 approach so the minimums are lower and you don’t need to find an airport further away (see next question). Even though it would be unusable as per TAF during the intended landing time, the circling allows me to land at another runway (I can’t use the winds favourable GNSS approach due to the next question.) But if after you depart the winds change, it’s okay it was legal during the time of filing.


Q. How far should your alternate be if the approach is Satellite based for both alternate and destination is GNSS approach?
Min of 100 miles away from each other; 75 if north of 56 degree parallel
(not applicable if you have a non-satellite approach)

Q. Can you use a military airport as an alternate?

Q. Can you use a US airport as an alternate?

Q. What if there is a PROB or TEMPO
BECOMING / TEMPO - not below alternate minima (use worst case time if improving or if detoriating)
PROB - not below landing minima

Q. When is Cold Weather Correction applied
When temps is less than 0 degrees C to MDA / MD
and in Mountainous Areas include MSA, Missed Approach, 100 NM safe distance
when less than 30 degrees C add correction to all altitudes
Advice ATC when correction more than 80 ft.

Q. What are Departure limitations, where are they?
See Take-Off Minima to see if it is assessed (it might ask for Departure Procedure page)
CARP plate shows ½ mile visibility min. for runway 10, and 280 ft./min to 1700, no right turns below 1500. Climb 173 deg to 121 deg Clock Wise to remain clear of CYR 528 when active (i.e. avoid between 121 and 173)

Q. What governs take-off
IFR take offs is governed by visibility only. NO takeoff if the visibility is below the minimum specified in the: AOC, CAP, less than ½ SM for fixed wing aircraft. 1. RVR 2. Ground Visibility 3. Pilot

Q. What are the conditions the take-off must satisfy
“½ mile Takeoff Minimum” Aircraft must guarantee: Cross at least 35’ above the departure end of the runway, Climb straight ahead of 400’ AAE before commencing any turns, Maintain climb gradient of 200’ per NM.

Q. What if there was no RVR and tower observation? How would you judge?
Use runway lights that are 200 ft. apart... look for 2600 ft. or ability to see 13 lights)

Q. What does Not Assessed mean?
Takeoffs not assessed for obstacles, PIC are responsible for minimum climb gradients, No case should takeoff visibility be less than ½ SM

Q. What if weather is below landing limits but above take off limits:
No person shall conduct a take-off in an aircraft in IMC where weather conditions are at or above the take-off minima, but below the landing minima, for the runway to be used unless an alternate aerodrome is specified in the operational flight plan and that aerodrome is located in the case of a twin-engined aircraft, within the distance that can be flown in 60 minutes at the one-engine-inoperative cruise speed.

Q. What are the Categories? Approach speeds at threshold.
Cat A 90 knots
Cat B 91-120 knots
Cat C 121-140 knots
Cat D 141-165 knots

Q. What governs landing
Just the MDA / MA, and any special visibility specified.

Q. What is Approach Ban?
It is governed by RVR. If the ban is received after commencing the approach but before FAF: Continue with the approach & request further clearance.

Q. After you land, what if it drops below RVR, can you taxi to the ramp?
Yes, but you can’t taxi from ramp to runway if it’s below RVR.

Q. What are the rules for alternates? (use this to study examples) This is a good video. Video 2
RNAV or GNSS approaches with vertical guidance are not considered precision approaches (can’t use LPV; but can use LNAV)
NO IFR approach? 500 ft above a minimum IFR altitude.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
NO TAF? Use GFA - 1000 ft above lowest suitable HAT*, 3 min. vis, no cumulonimbus (GFAs are height above aerodrome, so add back aerodrome elevation)
ONE precision approach 600-2* or 300-1 above the lowest usable HAT and visibility, whichever is greater.
Non-precision approach 800-2 or 300-1 above the lowest usable HAT/HAA and visibility, whichever is greater.
TWO precision approaches (separate runways) 400-1 or 200-1/2 above lowest usable HAT, visibility (greater of)
Can go lower on visibility

Q. What governs approach
MDA/MA, and Visibility - Approach Ban - if RVR below specified minima.
Unless past FAF when received, training flight, varying above and minimum RVR, ground vis is more than ¼ miles, you are on a CAT III approach.

The flight test.
The flight was to file from CARP to CARP (using his licence).
Route was CARP to East of the field for unusual attitudes (nose up sideways)
Then to CYOW for an RNAV 25 Z approach (I was given vectors)
Right engine failure on the approach (okay to keep the autopilot on; and go through the mix, pitch, power, landing gear up (didn’t have it down yet), flaps up (no flap on failed engine landing), identify, verify, feather, engine on fire? mixture off, fuel off, save good engine, communicate and land
Go missed at minimums when I get engines back
Then back to the VOR for a VOR/DME A approach into CARP for a circling landing at 900 ft. (need to stay within a mile of the field with runway in sight) for a landing runway 28 (favourable runway)

Q. IFR Two Way Communications Failure
Troubleshoot, Squawk 7600
VFR or IFR and you enter into VFR: Continue VFR and land as soon as practicable
IMC conditions, continue IFR: Last route assigned in last ATC clearance received and acknowledged, If being radar vectored go direct to fix, route or airway specified in vector clearance, use route that ATC has advised may be in a further clearance, if no route advised or accepted fall back to flight planned route. Begin approach: Maintain enroute altitude until IAF selected.


Q. Uncontrolled announcement 5 min before commencing approach.