That's the million dollar question we're asking though - to log ICUS, do you have to be actually legally able to conduct the flight as PIC? If not, then you can log ICUS to get back your expired approach currency, expired 90-day IFR PIC currency, expired single-pilot currency, or yearly renewal (if conducted prior to expiry) with an ATO/safety pilot as your PIC.

For a single approach it's probably yes - e.g. if you're completely current except for the ILS, you can conduct a flight as ICUS with an ILS-current PIC next to you and get your ILS currency back - but the other ones are a little harder.

If you are out of your 35 (or 90) day recency, then all you need to do is fly an approach in VMC. It doesnt need to be under the hood, it doesnt even need to be on an IFR flight. All you have to do is fly the approach as published.

Yeah, I understand what you're saying there, and I agree. It actually was a pretty crap comparison, as far as relating to the "other, non-approach" recency requirement... :O

I still believe you can fly ICUS on an IFR flight, outside your 90 day general recency, provided you have an unexpired CIR. (Important! - I am only talking about single pilot aeroplanes and single pilot operations here, I think you guys are too?) You are under the supervision of a legally able, qualified and recent PIC who is responsible for the flight. So there it is, (according to me) - log ICUS with an hour instrument time, and you're good to go PIC again. Bung in an approach, and you're good to go as single pilot PIC too (subject to further specific approach recency)... Basically what Zapp said earlier I think. If it's revenue flying, it's got to be bone fide IMC, not under the hood, but can be over one or two or more sectors until you get an hour. If you're just taking an a/c out - who cares if it's ICUS or Dual? Not me, but some might.

Got to differ there - you're effectively PIC, and he/she (your companion) is legally PIC. This is exactly what allows you to get your recency back, without resorting to dual (no pax) or simulators or...
If you met the recency requirements for PIC the whole things a moot point - go fly it PIC. Again, I am referring to single pilot a/c and operations, not where a 2nd crew is required.

CR.

If you are conducting ICUS, you are not the PIC - you are the copilot.

Quote:

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5.40 Pilot acting in command under supervision

(1) A person may fly an aircraft as pilot acting in command under
supervision only if:
(a) the person holds:
(i) a commercial pilot licence or an air transport pilot licence;
or
(i) a certificate of validation that has effect as if it were a
commercial pilot licence or an air transport pilot licence;
and
(b) the person holds an aircraft endorsement that authorises him or
her to fly the aircraft as pilot in command; and
(c) if the person proposes to carry out an activity for which a flight
crew rating is required—the person holds a flight crew rating, or
grade of flight crew rating, that permits him or her to carry out
that activity as pilot in command of the aircraft concerned; and
(d) the person is the co-pilot of the aircraft; and
(e) the operator of the aircraft permits the person to fly the aircraft as
pilot acting in command under supervision; and
(f) the pilot in command of the aircraft is appointed for the purpose

---

Quote:

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by the operator of the aircraft.

---

See here also for more guidance on ICUS flying: http://www.casa.gov.au/wcmswr/_asset...91117/0901.pdf

Yep that's what I said (bad wording, I wrote "just not", probably read as "not just"), but still not sure about the legalities of what we're discussing here - wouldn't be surprised either way :)

1. Seems to refer to the VOR RWY 14R chart, unless you sat the exam a while back and the carts have changed since then. With DME/GPS u/s you can only fly the VOR RWY 14R, the ILS/LOC RWY 32L, or the NDB RWY 32L. On those charts, the only reference to a 2500 height is in the VOR RWY 14R (although the question suggests your first choice would be rwy 32L, so why wouldn't you use the ILS 32L approach, but that's another question), so one has to assume they're looking for an explanation of the '2500 (VOR)' on the VOR RWY 14R chart.

The 2500 is, if I read the chart correctly, only applicable to the reversal turn (hence the 'VOR' in brackets), and although 'established on VOR 310R' would also be true it is also true for arrival via the arc/straight in, and not uniquely significant for the 2500 height, so the 'completion of reversal turn' is probably what they're looking for here (refer also AIP 1.5.1.20.2)..

2. To be in G you need to be under the 6500 step at Canberra, hence you'd need to be at A060 which would also put you above the lowest LSALT for W10 of 4200 (WOL/EXETA segment).

3. Depends on exactly what they were asking for, the lowest LSALT for that route is 4500, the highest 5000 from BN to DIGGA (only on the TAC).

4. From ERSA EMERG-3 1.5.4 Note 1, squawk 7600 and descend to get out of severe turbulence. Without the turbulence, you'd have to maintain the last acknowledged level (1.5.4(e)), but due to the severity of the turbulence you should be able to descend ('Pilots should follow these procedures unless strong reasons dictate otherwise.' Severe turbulence would qualify as a 'strong reason'.).