FLIGHT PROCEDURES (VFR / IFR Policy and Flight)
FLIGHT PROCEDURES
The general rule of flight procedures is as follows:
General
All revenue flights should be conducted under Instrument Flight Rules. Revenue flights, operating partially or in full under VFR and non-revenue flights (demonstration, test and special flights) operating partially or in full under VFR shall be approved by the Flight Operations Manager in advance.
A flight plan shall be filed for each flight, and full use of air traffic control services and/or advisory services shall be made.
VFR and IFR Flights
For the description of the:
An aeroplane electing to change the conduct of its flight from compliance with the IFR to compliance with the VFR shall notify the appropriate ATS unit to specify that IFR flight is cancelled. No reply other than the acknowledgement »IFR FLIGHT CANCELLED AT...(time)« would normally be made by the ATC. When an aeroplane operating under IFR is flown in, or encounters VMC, it shall not cancel its IFR flight.
Change from VFR to IFR
ATC clearance and authorization shall be obtained when changing a flight operation from VFR to IFR. Pilots should note that a change from VFR to IFR is not instantaneous, and may take the ATC some time to accept the flight in the IFR system. The usual time for a change from VFR to an IFR is when cleared for a VFR departure up to a certain altitude or waypoint, followed by an IFR flight plan to the destination. In this case, the flight is deemed to be in IFR the moment it crosses the designated altitude or waypoint.
Uncontrolled Airspace
Operation in Uncontrolled Airspace under VFR or IFR is prohibited unless special authorization is granted by Flight Operation Manager in advance. For series of flights such Authorization should be issued in Airport Briefing and/or Operational Directive.
Instrument Departure and Approach Procedures
Instrument departure and approach procedures established by the State in which the aerodrome is located have to be used (refer to OM Part C).
However, a Commander may accept an ATC clearance which deviates from above, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure.
An aircraft should not descend in IMC below the minimum safe (sector) altitude (MSA) as shown on the instrument approach chart until it is established in the approved approach, holding procedure, or under positive radar control.
In the vicinity of the aerodrome an approach may be conducted by visual manoeuvring (circling) under IFR rules if this type of approach is cleared by the ATC and if weather conditions permit it. If visual reference is lost, the circling approach must be aborted.
Visual Approaches
An IFR flight may be cleared to execute a visual approach by day or night and such a clearance may be accepted provided the Commander has the aerodrome in sight, can maintain adequate visual reference and is fully aware of all terrain adjacent to his approach.
A good lookout should always be maintained.
Noise Abatement Departure Procedure
Noise abatement procedures ensure that the necessary safety of flight is maintained whilst minimising exposure to noise on the ground. Crews must ensure that safety has priority over noise abatement considerations. The Commander retains full authority not to comply with the specified or published noise procedures if the safety margins may be reduced by its applications. There are two procedures, one of which shall meet the close-in noise abatement objective and the other the distant noise abatement objective.
The Noise abatement procedures are described in the relevant OM Part B. Flight crews shall comply with thrust reduction / acceleration altitude procedure which is specified in OM Part B, unless the specific procedure is published by an aerodrome of operation.
Noise abatement departure procedures (NADP) shall be performed in accordance with (in order of priority):
General
The Company aircraft are equipped with a comprehensive and high standard of navigation equipment. The general principle is that for all operations this equipment is checked for serviceability and normal operation before each flight.
Verification of the accuracy of the navigation system is to be made as per the procedures in OM Part B. The routine use of all fitted equipment will ensure that errors in performance or faulty operation will be detected, and rectification can be arranged.
Reliance must not be placed on raw data information derived from ground beacons until the appropriate coded signal has been identified and confirmed by both pilots. When using computer display unit installations, particular care is to be taken in ensuring that the correct numerical sequences are programmed when entering data, via the keyboard, from the OFP into the FMS.
Navigation accuracy check shall be as per SOP’s during all phases of flight. Above all, flight crews must remain alerted to the possibility of errors in programming or performance, and be prepared to revert to a lower level of navigation equipment and procedure.
An aeroplane shall not be operated unless the required navigation equipment is installed. The failure of a single navigation unit may not result in the inability to operate safely on the route to be flown. Detailed information about the required operational status of equipment is provided in OM Part B.
Policy
Pilots are responsible for the correct use of the navigation and communication equipment installed in the aeroplane. Continuous monitoring of the equipment and its performance is mandatory during its use. Special attention must be paid to the engagement status of a system used in order to avoid late recognition of mode or configuration changes which could result in the abnormal situation (e.g. unscheduled disengagement).
Flight Guidance
Flight guidance consists of those systems which assist the crew in tracking flight parameters selected manually or generated by navigation or performance system. They make use of the system and their associated controls (e.g. Autopilot, Flight Director).
Compulsory Use
Phases of flight requiring the compulsory use of the systems (e.g. Autopilot, Flight Director) are specified in the applicable OM Part B.
Procedures for System Degradation
Any degradation of on-board equipment which occurs must be taken into consideration for any in-flight planning/replanning with regard to a destination and alternate weather, and for fuel planning for en-route conditions. Any downgrading of ground facilities which occurs must be assessed with regard to possible increased landing minima at the destination and/or alternate airports.
Navigation
The most important principle governing the performance of all navigation tasks is redundancy, as navigational errors carry a significant risk potential. Whether navigating on manually-tuned navigation aids, automatic navigation systems or on radar vectors, crosschecking of the primary aids is essential. Flight plans activated in the navigation system shall be checked by both pilots against the OFP. For ad-hoc in-flight replanning, pilots must not only check if the fuel requirements for in-flight replanning will be met, but also if the available navigational aids for the replanned route and/or the replanned destination, as well as the airborne equipment, will be sufficient for a safe conclusion of the flight.
The general rule of flight procedures is as follows:
- Extreme or abrupt manoeuvres must be avoided;
- It is not allowed to simulate IMC, abnormal or emergency situations artificial means (e.g. pulling of circuit breakers) except on test flights.
General
All revenue flights should be conducted under Instrument Flight Rules. Revenue flights, operating partially or in full under VFR and non-revenue flights (demonstration, test and special flights) operating partially or in full under VFR shall be approved by the Flight Operations Manager in advance.
A flight plan shall be filed for each flight, and full use of air traffic control services and/or advisory services shall be made.
VFR and IFR Flights
For the description of the:
- VFR and IFR flight rules applicable for the operation;
- Differences between the ICAO and the state regulations;
- Applicable weather minima for VFR flights which vary with the class of the airspace; refer to applicable parts of the OM Part C.
An aeroplane electing to change the conduct of its flight from compliance with the IFR to compliance with the VFR shall notify the appropriate ATS unit to specify that IFR flight is cancelled. No reply other than the acknowledgement »IFR FLIGHT CANCELLED AT...(time)« would normally be made by the ATC. When an aeroplane operating under IFR is flown in, or encounters VMC, it shall not cancel its IFR flight.
Change from VFR to IFR
ATC clearance and authorization shall be obtained when changing a flight operation from VFR to IFR. Pilots should note that a change from VFR to IFR is not instantaneous, and may take the ATC some time to accept the flight in the IFR system. The usual time for a change from VFR to an IFR is when cleared for a VFR departure up to a certain altitude or waypoint, followed by an IFR flight plan to the destination. In this case, the flight is deemed to be in IFR the moment it crosses the designated altitude or waypoint.
Uncontrolled Airspace
Operation in Uncontrolled Airspace under VFR or IFR is prohibited unless special authorization is granted by Flight Operation Manager in advance. For series of flights such Authorization should be issued in Airport Briefing and/or Operational Directive.
Instrument Departure and Approach Procedures
Instrument departure and approach procedures established by the State in which the aerodrome is located have to be used (refer to OM Part C).
However, a Commander may accept an ATC clearance which deviates from above, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure.
An aircraft should not descend in IMC below the minimum safe (sector) altitude (MSA) as shown on the instrument approach chart until it is established in the approved approach, holding procedure, or under positive radar control.
In the vicinity of the aerodrome an approach may be conducted by visual manoeuvring (circling) under IFR rules if this type of approach is cleared by the ATC and if weather conditions permit it. If visual reference is lost, the circling approach must be aborted.
Visual Approaches
An IFR flight may be cleared to execute a visual approach by day or night and such a clearance may be accepted provided the Commander has the aerodrome in sight, can maintain adequate visual reference and is fully aware of all terrain adjacent to his approach.
A good lookout should always be maintained.
Noise Abatement Departure Procedure
Noise abatement procedures ensure that the necessary safety of flight is maintained whilst minimising exposure to noise on the ground. Crews must ensure that safety has priority over noise abatement considerations. The Commander retains full authority not to comply with the specified or published noise procedures if the safety margins may be reduced by its applications. There are two procedures, one of which shall meet the close-in noise abatement objective and the other the distant noise abatement objective.
The Noise abatement procedures are described in the relevant OM Part B. Flight crews shall comply with thrust reduction / acceleration altitude procedure which is specified in OM Part B, unless the specific procedure is published by an aerodrome of operation.
Noise abatement departure procedures (NADP) shall be performed in accordance with (in order of priority):
- Aerodrome specific NADP (if specified in OM Part C/Navigation Charts);
- NADP as specified in OM Part B.
General
The Company aircraft are equipped with a comprehensive and high standard of navigation equipment. The general principle is that for all operations this equipment is checked for serviceability and normal operation before each flight.
Verification of the accuracy of the navigation system is to be made as per the procedures in OM Part B. The routine use of all fitted equipment will ensure that errors in performance or faulty operation will be detected, and rectification can be arranged.
Reliance must not be placed on raw data information derived from ground beacons until the appropriate coded signal has been identified and confirmed by both pilots. When using computer display unit installations, particular care is to be taken in ensuring that the correct numerical sequences are programmed when entering data, via the keyboard, from the OFP into the FMS.
Navigation accuracy check shall be as per SOP’s during all phases of flight. Above all, flight crews must remain alerted to the possibility of errors in programming or performance, and be prepared to revert to a lower level of navigation equipment and procedure.
An aeroplane shall not be operated unless the required navigation equipment is installed. The failure of a single navigation unit may not result in the inability to operate safely on the route to be flown. Detailed information about the required operational status of equipment is provided in OM Part B.
Policy
Pilots are responsible for the correct use of the navigation and communication equipment installed in the aeroplane. Continuous monitoring of the equipment and its performance is mandatory during its use. Special attention must be paid to the engagement status of a system used in order to avoid late recognition of mode or configuration changes which could result in the abnormal situation (e.g. unscheduled disengagement).
Flight Guidance
Flight guidance consists of those systems which assist the crew in tracking flight parameters selected manually or generated by navigation or performance system. They make use of the system and their associated controls (e.g. Autopilot, Flight Director).
Compulsory Use
Phases of flight requiring the compulsory use of the systems (e.g. Autopilot, Flight Director) are specified in the applicable OM Part B.
Procedures for System Degradation
Any degradation of on-board equipment which occurs must be taken into consideration for any in-flight planning/replanning with regard to a destination and alternate weather, and for fuel planning for en-route conditions. Any downgrading of ground facilities which occurs must be assessed with regard to possible increased landing minima at the destination and/or alternate airports.
Navigation
The most important principle governing the performance of all navigation tasks is redundancy, as navigational errors carry a significant risk potential. Whether navigating on manually-tuned navigation aids, automatic navigation systems or on radar vectors, crosschecking of the primary aids is essential. Flight plans activated in the navigation system shall be checked by both pilots against the OFP. For ad-hoc in-flight replanning, pilots must not only check if the fuel requirements for in-flight replanning will be met, but also if the available navigational aids for the replanned route and/or the replanned destination, as well as the airborne equipment, will be sufficient for a safe conclusion of the flight.
FLIGHT PROCEDURES (VFR / IFR Policy and Flight)
Reviewed by Aviation Lesson
on
10:17 AM
Rating:
Reviewed by Aviation Lesson
on
10:17 AM
Rating:
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