Airlaw – Aircraft Operations – 010 06 00 00

Last Updated on 5 years by teboo

Expand All LO

Collapse All LO

010 06 01 00 Intentionally left blank

010 06 02 00 Definitions and abbreviations (PANS-OPS Flight Procedures, ICAO Doc 8168, Volume I)

010 06 02 01 Definitions and abbreviations — ICAO Doc 8168, Volume 1

(01) X Recall all definitions included in ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 1.

Source: ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 1

(02) X Interpret all abbreviations and acronyms as shown in ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 2.

Source: ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 2

010 06 03 00 Departure procedures — (ICAO Doc 8168, Volume I)

010 06 03 01 General criteria (assuming all engines operating)

(01) X State the factors dictating the design of instrument departure procedures.

Primary: Terrain. Secondary: ATC requirements, airspace class, noise abatement, nav aid location.

Source: ICAO Doc 8168, Volume I, Part I, Section 2, Chapter 1, 1.1 General

(02) Explain in which situations the criteria for omnidirectional departures are applied.

When no adequate nav aids available or no track guidance provided.

Source: ICAO Doc 8168, Volume I, Part I, Section 3, Chapter 1, 1.3 Instrument departure procedure: 1.3.1; 1.3.2;1.3.3

010 06 03 02 Standard instrument departures (SIDs)

(01) Explain the terms ‘straight departure’ and ‘turning departure’.

Straight: initial departure track within 15° of centre line.

Turning: More than 15° but straight flight is assumed until 394 ft along the runway.

Source: ICAO Doc 8168, Volume I, Part I, Section 3, Chapter 2, 2.1 General; 2.2 Straight Departures; 2.3 Turning (excluding maximum speeds)

010 06 03 03 Omnidirectional departures

(01) Explain when the ‘omnidirectional method’ is used for departure.

010 06 03 04 Intentionally left blank

010 06 03 05 Intentionally left blank

010 06 04 00 Approach procedures — ICAO Doc 8168, Volume I

010 06 04 01 General criteria

(01) State the general criteria (except ‘Speeds for procedure calculations’) of the approach procedure design:

— instrument approach areas;

Speed of the aircraft

— accuracy of fixes;

The less accurate the larger the protected area needed

— fixes formed by intersections;

Aircraft may be anywhere within the fix tolerance area dictated by nav aid accuracy and angle.

— intersection fix-tolerance factors;

Smallest when, accurate nav aids and the angle between two nav aids is 90°

— other fix-tolerance factors;

…

— descent gradient.

Between 3° to 5.2°

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1

(02) Name the five possible segments of an instrument approach procedure.

Arrival segment

Initial approach

Intermediate segment

Final approach segment

Missed approach segment

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.2.2 Segments of the approach procedure

(03) State the reasons for establishing aircraft categories for the approach.

5 Categories. Speed directly affects turn radius

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.3 Categories of aircraft(04)

(4) State the maximum angle between the final approach track and the extended RWY centre line to still consider a non- precision approach as being a ‘straight-in approach’.

30°

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.2.3 Types of approach

(05) State the minimum obstacle clearance (MOC) provided by the minimum sector altitudes (MSAs) established for an aerodrome.

300m or 984 ft within 25 nm of the reference point marked on the chart.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 2, 12.3 Minimum sector altitudes (MSA)/terminal arrival altitudes (TAA)

(06) X State that a pilot shall apply wind corrections when carrying out an instrument approach procedure.

Ok I will

(07) State the most significant factor influencing the conduct of instrument approach procedures.

The accuracy with which the pilot maintains track.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.2.1 External factors influencing the approach procedure

(08) Explain why a pilot should not descend below obstacle clearance altitude/height (OCA/H), which are established for:

— precision approach procedures;

Crash

— non-precision approach procedures;

Big Crash

— visual (circling) procedures;

Huge Crash

— APV approach procedures.

Massive Crash

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.5 Obstacle clearance altitude/height (OCA/H)

(09) Describe in general terms the relevant factors for the calculation of operational minima.

Precision approach – lowest OCA or OCH that a missed approach must be initiated.

Non-precision – The lowest OCA or OCH

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.6 Factors affecting operational minima

(10) State the following acronyms in plain language:

DA or DH,

Decision Altitude/Height – precision approach at which a missed approach must be initiated if required visual reference is not established.

OCA or OCH,

Lowest altitude or height above the relevant runway threshold to aerodrome elevation used to establish compliance with minimum obstacle clearance

MDA or MDH,

Minimum descent altitude or height – non-precision or circling approach below which descent must not be made without visual reference.

MOC,

Minimum obstacle clearance altitude or height for a defined segment that provides required obstacle clearance.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1

(11) Explain the relationship between the terms:

DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H, and MDA/H.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1

010 06 04 02 Approach procedure design

(01) how the vertical cross section for each of the five approach segments is broken down into the various areas.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1

(02) State within which area of the cross section the minimum obstacle clearance (MOC) is provided for the whole width of the area.

Primary area?

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 2

(03) Define the terms ‘IAF’, ‘IF’, ‘FAF’, ‘FAP’, ‘MAPt’ and ‘TP’. Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

IAF
Initial approach fix – marks the beginning of the approach
IF
Intermediate fix – End of initial
FAF
Final Approach Fix – Beginning of final segment
FAP
Final Approach Point
MAPt
Missed Approach Point – At or before which an missed approach should be initiated to not infringe obstacle clearance.
TP
Turning Point

(04) X State the accuracy of facilities providing track (VHF omnidirectional radio range (VOR), instrument landing system (ILS), non-directional beacon (NDB)).

System accuracy	NDB	VOR	ILS
With track guidance	±6.9°	±5.2°	±2.4°
Without track guidance	±6.2°	±4.5°	±1.4°

Source: ICAO Doc 8168, Volume I, Part I, Section 2, Chapter 2, Table I-2-2-1. System use accuracy (2 SD) of facility providing track guidance and facility not providing track guidance

(05) State the optimum descent gradient (preferred for a precision approach) in degrees and per cent.

5% or 3°

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.9 Descent gradient

010 06 04 03 Arrival and approach segments

(01) Name the five standard segments of an instrument approach procedure, and state the beginning and end for each of them.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 1, 1.2 Instrument approach procedure

(02) Describe where an arrival route normally ends.

IAF

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 2 Arrival segment

(03) State the main task of the initial approach segment.

Provides at least 984 ft of obstacle clearance.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 3 Initial approach segment

(04) Describe the maximum angle of interception between the initial approach segment and the intermediate approach segment (provided at the intermediate fix) for a precision approach

90°

and a non-precision approach.

120°

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 3 Initial approach segment

(05) Describe the main task of the intermediate approach segment.

Speed and configuration are prepared for final approach

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 4 Intermediate approach segment

(06) Alignment and descent.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 5 Final approach segment

(07) Name the two possible aims of a final approach.

Land from a straight in approach or manoeuvre for a circling approach.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 5 Final approach segment

(08) Explain the term ‘final approach point’ in case of an ILS approach.

Starts at the final approach fix, this is where the intermediate approach segment intersects the glide path. 1000-3000 ft typically.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 5 Final approach segment

(09) State what happens if an ILS glide path (GP) becomes inoperative during the approach.

Degrades to non-precision approach, revert to no GP procedure if available, if not, go around.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 5 Final approach segment

010 06 04 04 Missed approach

(01) Name the three phases of a missed approach procedure and describe their geometric limits.

Initial – Begins at the missed approach point and ends at the start of climb. Normally 2.5° unless published.
Intermediate – Begins at start of climb until 50m (164 ft) obstacle clearance is obtained. Maximum 15° change of track may be defined.
Final – Begins at 50m(164 ft) obstacle clearance point and ends where a new approach, hold or return to en-route flight is initialised.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

(02) State the main task of a missed approach procedure.

Erm..

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

(03) Define the term ‘missed approach point (MAPt)’.

At or before which the prescribed missed approach procedure must be initialised to keep obstacle clearance.

Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

(04) Describe how an MAPt may be established in an approach procedure.

Precision – Where the glide path intersects the DA/H

Non-precision – Over a nav facility, fix, waypoint or distance from FAF.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

(05) State the pilot’s action if, upon reaching the MAPt, the required visual reference is not established.

Go-around.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

(06) Describe what a pilot is expected to do in the event a missed approach is initiated prior to arriving at the MAPt.

Fly to MAPt before following procedure.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

(07) State whether the pilot is obliged to cross the MAPt at the height (HGT)/altitude (ALT) required by the procedure or whether they are allowed to cross the MAPt at a HGT/ALT greater than that required by the procedure.

Flying above the MAPt is cool.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 6 Missed approach segment

010 06 04 05 Visual manoeuvring (circling) in the vicinity of the aerodrome (AD)

(01) Describe what is meant by ‘visual manoeuvring (circling)’. Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

Manoeuvring visually to land on a runway other than the one associated to the approach.

(02) Describe how a prominent obstacle in the visual manoeuvring (circling) area outside the final approach and missed approach area has to be considered for the visual circling.

A non-circling sector may be established as long as it is outside the final or missed approach area.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(03) State for which category of aircraft the obstacle clearance altitude/height (OCA/H) within an established visual manoeuvring (circling) area is determined.

A to E

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(04) Describe how the minimum descent altitude/height (MDA/H) is specified for visual manoeuvring (circling) if the OCA/H is known.

A margin is added to the OCA/H to provide a MDA/H

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(05) State the conditions to be fulfilled before descending below MDA/H in a visual manoeuvring (circling) approach.

Visual references established and maintained, landing threshold in sight and required obstacle clearance can be maintained.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(06) Explain why there can be no single procedure designed that will cater for conducting a circling approach in every situation.

Variety in runways final approach tracheostomy’s wind and met.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(07) State how the pilot is expected to act after initial visual contact during a visual manoeuvring (circling).

visual contact must be maintained.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

(08) Describe what the pilot is expected to do if visual reference is lost while circling to land from an instrument approach.

Missed approach:

Turn towards runway.
Climb to circling altitude or above.
Intercept missed approach track.

Source: ICAO Doc 8168, Volume I, Part I, Section 4, Chapter 7 Visual manoeuvring (circling) area

010 06 04 06 RNAV approach procedures based on VOR/distance- measuring equipment (DME)

(01) Describe the provisions that must be fulfilled before carrying out VOR/DME RNAV approaches.

The aircraft equipment is serviceable, the pilot is current and the facility is serviceable.

Source: ICAO Doc 8168, Volume I, Part II, Section 3, Chapter 3

(02) Explain the disadvantages of the VOR/DME RNAV system compared to a DME/DME RNAV approach.

…..

Source: ICAO Doc 8168, Volume I, Part II, Section 3, Chapter 3

(03) List the factors the navigational accuracy of the VOR/DME RNAV system depends on.

Ground station tolerance

Airborne tolerance

Flight technical tolerance

System computation tolerance

Distance from reference facility

Source: ICAO Doc 8168, Volume I, Part II, Section 3, Chapter 3

(04) State whether the VOR/DME RNAV approach is a precision or a non-precision procedure.

Non

Source: ICAO Doc 8168, Volume I, Part II, Section 3, Chapter 3

010 06 05 00 Holding procedures — ICAO Doc 8168, Volume I

010 06 05 01 Entry and holding

(01) Explain why deviations from the in-flight procedures of a holding established in accordance with ICAO Doc 8168 are dangerous.

Proximity to obstacles or terrain.

Source: ICAO Doc 8168, Volume I, Part I, Section 6

(02) State that if for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, this pilot should advise ATC as early as possible.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(03) Describe the shape and terminology associated with the holding pattern.

Racetrack

Fix end and outbound end

Holding fix and abeam holding fix

Inbound and outbound

Holding side and non-holding side

VOR/DME holding towards or away: Limiting outbound distance and holding distance.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(04) State the bank angle and rate of turn to be used whilst flying in a holding pattern.

25° or 3°/sec (rate 1). Whichever gives the least bank angle.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(05) Explain why a pilot in a holding pattern should attempt to maintain tracks and how this can be achieved.

Wind corrections for heading and time to keep geometry of pattern.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(06) Describe where outbound timing begins in a holding pattern.

Over or abeam the holding fix.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(07) State where the outbound leg in a holding terminates if the outbound leg is based on DME.

A limiting outbound distance.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(08) Describe the three heading entry sectors for entries into a holding pattern.

1 – Parallel – Approach the fix, fly outbound, turn towards on the holding side, join pattern.
2 – Offset – Teardrop – At the fix fly at 30° from the reciprocal of the inbound track to the limiting DME and turn right to join inbound leg.
3 – Direct – Direct

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(09) Describe the terms ‘parallel entry’, ‘offset entry’ and ‘direct entry’.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(10) Determine the correct entry procedure for a given holding pattern.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(11) State the still-air time for flying the outbound entry heading with or without DME.

1 minute below or at 14,000 ft

1.5 minutes above 14,000 ft

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

(12) Describe what the pilot is expected to do when clearance is received specifying the time of departure from the holding point.

Adjust flight path to leave the holding point at the correct time.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 1

010 06 05 02 Obstacle clearance

(01) X Describe the layout of the basic holding area, entry area and buffer area of a holding pattern.

Based on magnetic heading with a 5° zone of flexibility either size of the sector boundaries.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 2

(02) X State which obstacle clearance is provided by a minimum permissible holding level referring to the holding area, the buffer area (general only) and over high terrain or in mountainous areas.

5nm beyond the boundary.

Source: ICAO Doc 8168, Volume I, Part I, Section 6, Chapter 2

010 06 06 00 Altimeter-setting procedures — ICAO Doc 8168, Volume I

010 06 06 01 Basic requirements and procedures

(01) Describe the two main objectives of altimeter settings.

Terrain clearance and vertical separation between aircraft.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 1

(02) Define the terms ‘QNH’ and ‘QFE’.

QNH – Shows aerodrome level when the ground.

QFE – Atmospheric pressure at aerodrome level.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(03) Describe the different terms for ALT or flight levels (FLs) respectively, which are the references during climb or descent to change the altimeter settings from QNH to 1013.2 hPa and vice versa.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(04) Define the term ‘flight level (FL)’.

1013.2 hPa

Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

(05) State where FL zero shall be located.

SPS of 1013.2 hPa

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(06) State the interval by which consecutive FLs shall be separated.

Pressure intervals of at least 500 ft

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(07) Describe how FLs are defined.

1013.2 hPa

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(08) Define the term ‘transition altitude (TA)’.

The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.

Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

(09) State how TAs shall normally be specified.

Not less than 3000 ft rounded up to the nearest 1000 ft.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(10) Explain how the HGT of the TA is calculated and expressed in practice.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(11) State where TAs shall be published.

The State’s AIP and on plates.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(12) Define the term ‘transition level (TRL)’.

Lowest flight level available for use above the transition altitude. Lowest usable flight level.

Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

(13) State when the TRL is normally passed on to the aircraft.

In the approach landing clearance.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(14) State how the vertical position of the aircraft shall be expressed at or below the TA and TRL.

QNH

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(15) Define the term ‘transition layer’.

Between TA and TRL

Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions, abbreviations and acronyms and units of measurement

(16) Describe when the vertical position of an aircraft passing through the transition layer shall be expressed in terms of FLs and when in terms of ALT.

In the climb at TA and in the descent until TRL

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(17) State when the QNH altimeter setting shall be made available to departing aircraft.

Taxi clearance before take-off, and clearances below the TL.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(18) Explain when the vertical separation of an aircraft during en- route flight shall be assessed in terms of ALT and when in terms of FLs.

FL above TA Below TRL as altitudes.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(19) Explain when, in air–ground communications during an en- route flight, the vertical position of an aircraft shall be expressed in terms of ALT and when in terms of FLs.

FL above TA Below TRL as altitudes.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(20) Describe why QNH altimeter-setting reports should be provided from sufficient locations.

Pressure variation.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(21) State how a QNH altimeter setting shall be made available to aircraft approaching a controlled aerodrome (AD) for landing.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

(22) State under which circumstances the vertical position of an aircraft above the TRL may be referenced in ALT.

When given a descent clearance to an altitude.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 2

010 06 06 02 Procedures for operators and pilots

(01) State on which setting at least one altimeter shall be set prior to take-off.

QNH

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(02) State where during the climb the altimeter setting shall be changed from QNH to 1013.2 hPa.

Climbing through TA

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(03) Describe when a pilot of an aircraft intending to land at an AD shall obtain the TRL.

Before initial approach

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(04) Describe when a pilot of an aircraft intending to land at an AD shall obtain the actual QNH altimeter setting.

In approach clearances and landing clearances and on request.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

(05) State where the altimeter settings shall be changed from 1013.2 hPa to QNH during descent for landing.

When passing through the TRL in the descent.

Source: ICAO Doc 8168, Volume I, Part III, Section 1, Chapter 3

010 06 07 00 Parallel or near-parallel instrument RWYs — ICAO Doc 8168, Volume I

010 06 07 01 Simultaneous operation on parallel or near-parallel instrument RWYs

(01) X Describe the difference between independent and dependent parallel approaches.

Independent – Radar separation minima between aircraft using adjacent ILS is not prescribed. 3nm separation.

Interdependent – Radar separation between aircraft using adjacent ILS is prescribed.

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(02) Describe the following different operations:

— simultaneous instrument departures;

Both runways are used for departing aircraft at the same time.

— segregated parallel approaches/departures;

One runway for arrivals and one for departures.

— semi-mixed and mixed operations.

Flexible

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(03) Describe the terms ‘normal operating zone (NOZ)’ and ‘no transgression zone (NTZ)’.

NOZ defined dimensions either side of ILS localiser course.

NTZ airspace defined between the centre lines. At least 2000 ft wide.

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(04) State the aircraft avionics requirements for conducting parallel instrument approaches.

Precision ILS or PBN

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(05) State where guidance material may be located for simultaneous operations on parallel or near-parallel instrument runways.

SOIR (ICAO Doc 9643)

Source: ICAO Doc 8168

(06) State the radar requirements for simultaneous, independent, and parallel instrument approaches, and how weather conditions effect these.

An SSR with azimuth accuracy of 0.3° and update of <5s

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(07) State the maximum angle of interception for an ILS localiser course (CRS) or microwave landing system (MLS) final approach track in case of simultaneous, independent, and parallel instrument approaches.

30°

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

(08) Describe the special conditions for tracks on missed approach procedures and departures in case of simultaneous or parallel operations.

Diverging track of >15° and begin turn ASAP

Source: ICAO Doc 8168, Volume I, Part III, Section 2, Chapter 1

010 06 08 00 Secondary surveillance radar (transponder) operating procedures — ICAO Doc 8168, Volume I

010 06 08 01 Operation of transponders

(01) State when and where the pilot shall operate the transponder.

At all times during flight.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(02) State the modes and codes that the pilot shall operate in the absence of any ATC directions or regional air navigation agreements.

A 2000

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(03) State when the pilot shall operate Mode C.

Use unless directed by ATC

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(04) State when the pilot shall ‘SQUAWK IDENT’.

When request to do so.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(05) State the transponder code to indicate:

— a state of emergency;

7700

— a COM failure;

7600

— unlawful interference.

7500

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(06) Describe the consequences of a transponder failure in flight. Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(07) State the primary action of the pilot in the case of an unserviceable transponder before departure when no repair or replacement at the given AD is possible.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

(08) State when the pilot shall operate Mode S.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 1

010 06 08 02 Operation of airborne collision avoidance system (ACAS) equipment

(01) Describe the main reason for using ACAS.

Improves situational awareness and helps avoid mid-airs

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.1 ACAS overview

(02) State whether the ‘use of ACAS indications’ described in ICAO Doc 8168 is absolutely mandatory.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(03) Explain the pilots’ reaction required to allow ACAS to fulfil its role of assisting pilots in the avoidance of potential collisions.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(04) Explain why pilots shall not manoeuvre their aircraft in response to traffic advisories (TAs) only.

Accuracy

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(05) Explain the significance of TAs in view of possible resolution advisories (RAs).

RA may be developing.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(06) State why a pilot should follow RAs immediately.

Big Crash Otherwise…

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(07) List the reasons which may force a pilot to disregard an RA.

Stall, wind shear or ground proximity warning.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(08) Explain the importance of instructing ATC immediately that an RA has been followed.

So they know.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

(09) Explain the duties of a pilot with regard to ATC when an RA situation is resolved.

Return to previous instructions.

Source: ICAO Doc 8168, Volume I, Part III, Section 3, Chapter 3, 3.2 Use of ACAS indications

010 06 09 00 REGULATION (EU) No 965/2012 ON AIR OPERATIONS

010 06 09 01 Regulation structure

(01) Describe the subject matter and scope of that Regulation.

Covers commercial and non commercial operations. 5 Annexes.

1 – Definitions

2 – Authority requirements

3 – Air operations

4 – Commercial ops

5 – Specific approvals for operators – low vis.

Source: Regulation (EU) No 965/2012, Article 1 Subject matter and scope

(02) X State that Regulation (EU) No 965/2012 covers all types of commercial and non-commercial operations.

Sure, no problem.

010 06 09 02 Definitions (Annex I)

(01) Recall the definitions in the Regulation not already given in ICAO PAN-OPS.

Somewhere…

Source: Regulation (EU) No 965/2012, Article 2 Definitions

010 06 09 03 Part-SPA (Annex V), Part-NCC (Annex VI) and Part-NCO (Annex VII)

(01) Describe the structure of these Parts.

Specific approvals,

(02) X Explain the main content of these Parts, except the operational procedures.

Fart