UH60M IFR quiz

Up to 90 kts

• 1. Conducting a visual approach;
• 2. Conducting published DME/GNSS arrival; or
• 3. identified and assigned altitude by ATC

Must not descend below LSALT or MSA until the aircraft is over the IAF or facility

3nm and 1000’ clearance

• 1. Prominent obstacle - will be annotated / hatched
• 2. Prohibited in no circling sectors by day in less than VMC and by night

That the runway environment(lighting, markings, threshold) is kept in sight whilst circling at MDA

• 1. Maintains acft within circling area;
• 2. Vis along intended flight path not less than that shown on the IAL chart;
• 3. Maintain via contact with runway environment, and either;
• 4a. By night or day, complying with above, within the circling area at not less than the MDA intercepts a normal downwind, base or final using normal rates and manoeuvres for the acft whilst maintaining the min clearance for the acft category until aligned with the runway; or
• 4b. By day only, complying with the above, maintains vis contact with obstacles along the intended flight path and an obstacle clearance not less than the minimum for the acft performance category until aligned with the runway.

• Cat A/B: 300’
• Cat D/C: 400’
• Cat E: 500’

Based by drawing arcs from the ends of the runway thresholds.

• Cat A: 1.68nm
• Cat B: 2.66nm
• Cat C: 4.20nm
• Cat D: 5.28nm
• Cat E: 6.94nm

• 1. Vis ref maintain
• 2. Met minima equal to or great than IAL chart/cat
• 3. Aligned with rwy, use normal rates to descend/land

Manoeuvring to align the acft May occur when:

• 1. Within circling area
• 2. Vis ref maintained
• 3. Continuous sight of ground or water

• 1. During final segment, acft not maintained within tolerances for the aid
• 2. Below the MSA the aid becomes suspect or fails
• 3. Vis reference not established at the MDA/DA
• 4. Ldg cannot be affected from a runway approach unless a circling approach can be conducted in weather conditions area equal to or better than IAL chart
• 5. Visual ref list whilst circling to land

2.5% gradient with 100’ clearance

152ft/nm

Pilots must fly to MAPT then follow MAP procedure

• 1. A fix
• 2. A facility
• 3. Intersection of elec glide path with a DA
• 4. Specified distance from the FAF

Turn and climb towards landing runway and establish on MAP track

1. Loss of RAIM or RAIM warning after IAF - must immediately carry out missed approach IAW IAL

If the RAIM warning disappears when MAP is selected on the GNSS eqpt, it may be used for MAP guidance

If RAIM warning remains on when MAP selected Or doubt on accuracy, use alt means or DR

When the IAL procedure requires a vis segment from the MDA to the circling area, must be flown clear of cloud in sight of ground or water IAW the height for circling or a MAP must be flown

• Within 30nm, at an alt not below LSALT/MSA, DME step or MDA for procedure being flown, the acft is established:
• 1. Clear of cloud
• 2. In sight of ground or water
• 3. Not less than 5000m flight visibility or helo VMC
• 4. can maintain not less than 500’ above lower CTA limit unless clearance to depart/re enter or as per min height in MAO OIP

At an alt not below LSALT/MSA, DME step or MDA for procedure being flown, the acft is established:

• 1. Clear of cloud
• 2. In sight of ground or water
• 3. Not less than 5000m flight visibility or helo VMC
• 4a) alt not below 500’ of CTA lower limit unless cleared to depart / re enter and one of following:

• i) route LSALT / MSA
• ii) appropriate DME/GNSS step for arrival procedure
• iii) if being vectored, at last assigned alt

• Until the acft is:
• i) if the airport has a IAL proc, within the circling area and aerodrome in sight; or
• ii)without IAL proc, within 3nm with aerodrome in sight; or
• iii) within 5nm (7nm for ILS rwy) aligned with centreline and not below on slope on T-VASIS/PAPI or
• iv) with 10nm (14nm for syd ILS RWY14/32L) est not below on slope on the glipeslope and last than full scale deflection

• 1. Clearance received by ATC to conducted Vis App
• 2. Tracking via STAR and subsequently cleared for a Vis App, the pilot continues to follow STAR lateral guidance including vis or inst termination for route
• 3. Except when on STAR, the pilot maintains track as cleared via ATC until:
• i) by day, within 5nm; or
• ii) by night, with the aerodrome in sight
• - within the circling area for IFR flight
• - 3nm of the aerodrome ref point for VFR flight

• Vat - < 91KTS
• Initial to intermediate - 90-150kts (110Kts for reversal)
• Final App - 70-100kts
• Vis App - 100kts
• Missed App - 110kts

Spacing from 60m to 120m (double spacing)

If VMC - no restriction

if less than VMC - vis must be greater than published min multiplies by 1.5 times.

3 degrees

• 5.2%
• Max 6.5%

Shouldn’t exceed 1000fpm

• ILS / VOR / GNSS - half full scale deflection
• NDB - +\- 5 degrees
• DME - 2nm

For both heading and timing to compensate

25 deg or rate one, whichever is less

10/25nm MSA provide 1000’ obstacle clearance ref the airport ARP

If within +\- 30 degree of the outbound track

Begins abeam the fix or attaining the outbound leg whichever comes later

Up to FL140, no more than 1min or the distance specified on the IAL chart

AAIS, ATC, ATIS, AWIS, CA/GRS and WATIR

15 mins from approved source, must be set prior to IAF

May reduce the minima by 100’ if you have a actual QNH from an approved source

Plus 50’

Plus 50’

Duplicated LOC, GP, VOR

And either;

Duplicated DME, GNSS or single DME & GNSS

identified by double asterisk

Not available if forecasting not available or control service not provided

Outside of the FAF

Within 60’ of aerodrome elevation. If an altimeter has a error in excess of 75 it’s U/S

If 2 required, 1 can be within 60, the other within 75, must be checked within 60 at next landing point.

Similar if only 1 alt required, must be checked at first landing point

1 min

1000’ FPM with the last 1000’ at 500fpm

30 min before, until 60 mins after

Yes, if the pilots satisfied the weather will allow a safe return within 1 hour. Must get a forecast within 30 mins of dept for dest/alt

If pre flight briefing obtained outside of 1hr EOBT a update should be obtained

If timings change more than 30mins for EOBT

• 1. Auth to conduct IFR in IMC as captain
• 2. Conduct Instrument apps endorsed on
• 3. Appoint by a CO as autho for IFR and NVD

• 1. IMC as copilot
• 2.Conduct inst approaches endorsed on
• 3. Can’t be an autho
• 4. Act as captain if;

With an approved app: NMT sct below IAA + 500’ and greater than 5000m vis

Without an approved app: final rte lsalt + 500’ and 8km vis

180 hours (200 SO) including 50 simulator

IF check on aircraft type or 3 x instrument approaches in previous 3 months.

Must be day / NU current for the sortie and must have completed at least one approach in type in the last 3 months

• 3D and 2D APPS = 3 months
• 2D arrival (DME/GPS) = 6 months

Can’t conduct an IMC approach unless AC is current for that type of approach

• FR- 30 mins at 400lbs
• VR- 10%

• Cloud: clear of cloud until Vyse
• Vis: 800m

Notes:

May reduce to 550m when operating from a rwy with no more the 60m spacing between edge lighting and either with rwy centreline lighting or centreline marking.

Takeoff minima must exist immediately prior to lift off. The possibility of reducing vis to re-circulating dust, snow or other phenomena does not prohibit a takeoff.

Acft capt responsible for obstacle clearance to LSALT and for multi engine acft in the event of an engine failure after entering IMC if a return to the departure point is possible that flight to an alternate destination is IRT performance and endurance.

By day/nvd the alternate straight in approach minimum visibility may be reduced to not less than the circling approach minima visibility

By day or nvd for group 4 acft, may reduce vis for the alternate minimum distance to not less than 3000m

12 months

• Day: 10 hrs (CO to 11hrs)
• Week: 40hrs (CO to 45 hrs
• Month: 120hrs
• Year: 1000hrs

If CO extends must advise next immediate supervisor

Any duty day, 10 hrs continuous rest in 24 hr period.

After 10 consecutive days, 24hrs off from all duties

Temp above 21, must be at 100%Nr for 5mins

Do not conduct test above 38 degs

If external power used to start, APU must be switched on

At or below 4 deg and in visible moisture

27 degrees

For moderate turb

• 1. Max range IAW chap 7
• 2. Vne minus 15

Above 120kts or reduced rain periods the wipers may slow, park to avoid overheating / motor failure

May see up to 14% increase

1. 100lb hr

2. Turn on prior to entering icing conditions and check that torque prior to entry isn’t great than 20% above that for normal flight it means that normal auto NR may not be possible if both engines fail

Illuminates when 93 degrees sensed at inlet,

if this appears with the engine anti ice switches off it means there’s a malfunction in the system.

Will turn on if there’s a DC power failure

• 1. Above 13 deg - light should not appear
• 2. 4-13 deg - may appear
• 3. At 4 deg and below, must appear. Do not fly in icing conditions

De ice system is calibrated to 100kts for accretion level monitoring. Flying at higher speeds causes higher rate etc.

• Flight into LIGHT conditions requires:
• Windshield AI, pitot heat, Eng AI, Eng Inlet AI, air sensing tube

Flight into moderate = above + all blade de-ice

Is prohibited