IFR Questions
You are doing the ILS at Darwin, the temperature is ISA + 20, given an OM check altitude of 1360', what would you expect your altimeter to read at the OM if you are on slope?
Join Date: Aug 2009
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Gday all, first post but long-time reader of these forums.
Got a good one on my initial issue:
You're on the ARBEY arrival into Melbourne and ATC tells you you're cleared the visual approach via the STAR - what does this mean?
Got a good one on my initial issue:
You're on the ARBEY arrival into Melbourne and ATC tells you you're cleared the visual approach via the STAR - what does this mean?
Join Date: Jul 2009
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NZ question...
If descending inbound via a VORSEC chart on a radial dividing two separate MSA requirements, is your limiting height the higher or lower altitude?
How long prior to entering CTR must you file an IFR flight plan in the air?
If descending inbound via a VORSEC chart on a radial dividing two separate MSA requirements, is your limiting height the higher or lower altitude?
How long prior to entering CTR must you file an IFR flight plan in the air?
Join Date: Feb 2001
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If you're planning to go to an unlicensed airfield IFR at night that has an NDB do you need an alternate? and why?
Have a look at Quirindi NSW
You're planning to go to Tamworth IFR at night, is the circling area different from day time? if so why?
Do you have to be established in tolerances outbound on an NDB approach?
Can you allow for wind outbound in the hold?
Have a look at Quirindi NSW
You're planning to go to Tamworth IFR at night, is the circling area different from day time? if so why?
Do you have to be established in tolerances outbound on an NDB approach?
Can you allow for wind outbound in the hold?
how often is this renewal required for a GA pilot?
PIFR - a Flight Review is required every two years
There a lot of nuances. Have a read of CAO 40.2.1. for CIR and CAO 40.2.3 for PIFR.
Join Date: Sep 2007
Location: Australia
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Curly question regarding departing IFR (in IMC) from an airfield with no serviceable Navaids using only GPS.
I understand you can't fly any SID (except if designeated RNAV), but what about improvised circling departures?
Is it legal and how would you do it?
I understand you can't fly any SID (except if designeated RNAV), but what about improvised circling departures?
Is it legal and how would you do it?
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Gundog1, I'd be interested to know if there was anywhere that had a SID but no navaids....
Sounds like you, like a lot of people with instrument ratings were never taught how to depart in IMC; only how to arrive.
It's the pilots responsibility to maintain terrain clearance. In the situation you presented, you could hit OBS on your GPS and climb to LSALT overhead, or climb out on a pilot calculated LSALT. If it had an RNAV approach or DGA, you could also climb on the reverse of the approach, or the missed approach.
Sounds like you, like a lot of people with instrument ratings were never taught how to depart in IMC; only how to arrive.
It's the pilots responsibility to maintain terrain clearance. In the situation you presented, you could hit OBS on your GPS and climb to LSALT overhead, or climb out on a pilot calculated LSALT. If it had an RNAV approach or DGA, you could also climb on the reverse of the approach, or the missed approach.
Join Date: Sep 2007
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tmpffisch, I think you may have missed the point of the qustion, due partly to a poorly worded question. Despite your assumption based on a single question on an internet forum I am well versed in the options for departing using OCTG, circling etc for establishing safe altitude with extensive experience in low (very low) and high performance aircraft. Just never flown a TSO129 aircraft before.
Specifcally,in a non TSO 145/146 aircraft (i.e. not sole means) how do people (assuming only GPS) ensure they establish on track (assuming IMC from rotate) with no serviceable NAVAIDS.
I am happy with using GPS for distance information for maintaing within circling areas/MSAs (as per DME/GPS arrival) but im not sure about the legalities of establishing 'on track' with a GPS/FMS and no serviceable NAVAIDS.
GD
Specifcally,in a non TSO 145/146 aircraft (i.e. not sole means) how do people (assuming only GPS) ensure they establish on track (assuming IMC from rotate) with no serviceable NAVAIDS.
I am happy with using GPS for distance information for maintaing within circling areas/MSAs (as per DME/GPS arrival) but im not sure about the legalities of establishing 'on track' with a GPS/FMS and no serviceable NAVAIDS.
GD
Gundog,
Im not quite sure I still understand what you're asking exactly but using a TSO129 GPS unit can be used exactly the same way as a TSO145/146 unit as far as navigation is concerned. The only difference really is the ability to be able to plan on conducting RNAV approaches without the use of an alternate with the latter (assuming conditions are met).
I'm assuming that by bolding the "no servicable" navaids in your scenario that there is still a navaid on the field, be it not working? If that is the case than its not really an issue still using that navaid as the reference point on your GPS (129 or otherwise) and departing as you would anywhere else.
Having an un-serviceable navaid will obviously mean you can't plan on returning to that aerodrome if you suffer an engine failure after take-off but as far as physically departing goes nothing really changes because you are using a 129 instead of 145/146 GPS. TSO129 GPS's can be used to position fix yourself at any point with use of bearing and distance, hence letting you use the 10 and 25 MSA's.
Have I totally misunderstood what you are asking?
Im not quite sure I still understand what you're asking exactly but using a TSO129 GPS unit can be used exactly the same way as a TSO145/146 unit as far as navigation is concerned. The only difference really is the ability to be able to plan on conducting RNAV approaches without the use of an alternate with the latter (assuming conditions are met).
I'm assuming that by bolding the "no servicable" navaids in your scenario that there is still a navaid on the field, be it not working? If that is the case than its not really an issue still using that navaid as the reference point on your GPS (129 or otherwise) and departing as you would anywhere else.
Having an un-serviceable navaid will obviously mean you can't plan on returning to that aerodrome if you suffer an engine failure after take-off but as far as physically departing goes nothing really changes because you are using a 129 instead of 145/146 GPS. TSO129 GPS's can be used to position fix yourself at any point with use of bearing and distance, hence letting you use the 10 and 25 MSA's.
Have I totally misunderstood what you are asking?
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Fonz 121, just the answer i was looking for.
Only asked coz it mentioned in the crew room and there were a variety of attempts to explain what you could and couldn't do but no-one could answer with certainty....bograts...
Aerocat, totally understand that side of things, also consier the alternate you must hold does not require Naviads if it is VMC below LSALT+500, 8km vis etc...
Only asked coz it mentioned in the crew room and there were a variety of attempts to explain what you could and couldn't do but no-one could answer with certainty....bograts...
Aerocat, totally understand that side of things, also consier the alternate you must hold does not require Naviads if it is VMC below LSALT+500, 8km vis etc...
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The one about the runway lights is that you have to increase your vis by 50%.
Didnt know that one and got asked. And yet there it sits right in front of my dial in enroute jepps!!
Didnt know that one and got asked. And yet there it sits right in front of my dial in enroute jepps!!
Cheers GD
