Departure procedures meet obstacle clearance requirements and are based on the premise that on departure an aircraft will:

• cross at least 35 feet above the departure end of the runway;
• climb on runway heading to 400 feet AAE before turning; and
• maintain a climb gradient of at least 200 feet per NM throughout the climb to the minimum altitude for enroute operations.

  Note: For flight planning purposes, departure procedures assume normal aircraft performance. Take-off Minima are shown as either:
  • 1⁄2 – (e.g. Rwy 02: 1⁄2) IFR departures from the specified runway(s) will be assured of obstacle clearance in any direction if the aircraft complies with the above departure premises.
  • – The asterisk ( ) following all or specific runways (e.g. Rwy 02: ) refers the pilot to the applicable minimum take-off visibility (1⁄2 or SPEC VIS) and corresponding procedures which, if followed, will ensure obstacle clearance.

  Procedures may include specific climb gradients, routings, visual climb requirements or combinations thereof. All altitudes specified in these procedures are ASL. Where a visual climb is stated in the departure procedure, pilots must comply with the Specified Take-off Minimum Visibility (SPEC VIS) corresponding to the appropriate aircraft category listed below. (See Approach Chart Legend – Minima Box – for category speed ranges.)

  SPEC VIS is only used in conjunction with a ‘visual climb over airport’ type departure procedure. During this IFR departure procedure, pilots must visually manoeuver their aircraft to avoid obstacles while climbing to the altitude stated within the procedure.

Normally, you must meet the Standard Minima (1/2 SM or RVR 2600) for taxi and takeoff. With an Ops Spec you get special permission to taxi and takeoff below the Standard Minima.

This is the RVOP (below RVR 2600 down to RVR 1200) and LVOP (below RVR 1200 down to RVR 600). There is no takeoff's or landing below RVR 600 in Canada, ever.

In this question:

We can use Rwy 34 and Rwy 29 because the actual live RVR report is reading RVR 2600 and the charted minimum visibility shows 1/2 SM.

We can't use Rwy 16 because the you cannot use a fluctuating RVR for takeoff.

Here is the CAP GEN reference. For a towered airport such as CYYT. We must use the hierarchy (meaning order). This RVR is for the intended departure runway.

For a non-towered airport there is no hierarchy. At a non-towered airport, all applies equally (RVR, tower visibility and pilot visibility)

One precision approach we can use 600-2. This is also known as 'Standard Alternate Minima'. Meaning we can use the sliding scale.

700 - 1 1/2 and 800 - 1

Reference: AIM RAC 4.2 and 4.2.5

The OW NDB is the 25 NM Minimum Safe Altitude which is several miles away to the East of the Ottawa airport.

If you are 25 NM West of the Ottawa airport, the lowest you can descend to is the 100 NM safe altitude.

AIM RAC 9.17.2

Normally, approaches shall be flown using the current altimeter setting only for the destination aerodrome. However, at certain aerodromes where a local pressure setting is not available, approaches may be flown using a current altimeter setting for a nearby aerodrome. Such an altimeter setting is considered a remote altimeter setting, and authorization for its use is published in the RASS box, located at the bottom left-hand corner of the approach chart, adjacent to the minima box, below the profile view.

100 NM safe altitude is 4000 ft ASL and OAT is -10C

1. Convert to ASL:

4000 ft ASL - 108 ft elevation = 3892 feet AGL

2. Determine correction needed:

You can round up 3892 to 3900.

You can break down 3900 into 3000 and 900 for easier calculations.

The correction for 3000 ft at -10 = 290 ft

The correction for 900 ft at -10 = 90 ft

290 + 90 = 380 ft

3. Apply to the IFR altitude

4000 ft + 380 ft = 4380 ft ASL

You can round up to 4400 ft ASL

4. Add the Remote Altimeter Setting

Normally, you would be done the calculation with the previous step. But, this approach plate ask for a RASS of 100 feet.

Add 4400 + 100 = 4500 feet ASL

VOR Time and Distance to the Station Formulas:

Time to the station
Time to the station (mins) = Time to cross the radials (seconds)/Number or radial crossed
Time to the station = 300/40 = 7.5 mins

Distance to the station
Distance to the station = [Time to the stations x TAS]/60
Distance to the station = [7.5 x 120]/60 = 15 NM

Remember a DME reads slant range.

Convert the altitude to NM
1 NM = 6076 feet.
20,000 ft/6076 = 3.29 NM

Use the Pythagorean formula:
Slant Range (squared) = Ground Distance (squared) + Altitude(squared)

Re-arrange the formula:
Ground Distance (squared)  = Slant Range (squared) - Altitude (squared)
Ground Distance(squared)  = 40 (squared) - 3.29 (squared)
Ground Distance = 1600 - 10.8 ( square root) = 39.86 NM

When determine the approach speed category do not use the winds. With an approach speed of 145 knots puts us in the Category D approach minimums box.

When planning a GPS approach for your alternate, the lowest minimums to plan for are LNAV.

You can also use the sliding scale where you trade your visibility for more ceilings:
800-2; 900-1 1/2; 1000 - 1

Reference: AIM COM 8.3: INSTRUMENT FLIGHT RULES (IFR) OPERATIONS IN OTHER LOW-LEVEL AIRSPACE:

To enhance the safety of IFR flight in uncontrolled low-level airspace, pilots are encouraged to adjust their transponders to reply on Mode A, Code 1000 and Mode C (if available), unless otherwise instructed by ATC.

Reference: AIM RAC 6.3.2.1 Two-Way Communications Failure:

Reference: AIM MET 4.0 GRAPHIC AREA FORECASTS (GFA), Figure 4.4(f)- Weather and Obstructions to Vision

PITOT TUBE BLOCKAGE

A pitot tube blockage can be caused by dirt, moisture, ice or even bugs. And, of course, aborted takeoffs after a failure to note “airspeed alive” on the takeoff roll, only to later find the pitot-tube cover still on, almost mockingly. Assuming a proper preflight inspection, ensuring the pitot tube is free and clear, obstructions can still unfortunately occur during flight. There are a few possible scenarios.

Blocked pitot tube with unblocked drain hole: This would result in the airspeed indicator reading zero. Because the pitot tube would not be able to sense any airflow, and the drain hole would let any residual air out, there would be no pressure differential for the airspeed indicator to measure.

Blocked pitot tube with blocked drain hole: With trapped dynamic pressure, the airspeed will indicate whatever speed was showing when the blockages occurred. If the aircraft’s static port remains unblocked, pressure will increase as the aircraft descends and decrease as the aircraft climbs.

If static pressure decreases during a climb, the trapped ambient pressure with allow the diaphragm to expand, showing an increase in airspeed. Conversely, descending into denser air will force the diaphragm to close, showing a decrease in airspeed. In short, the airspeed will act in a manner similar to an altimeter.

STATIC PORT BLOCKAGE

Blockages of the static port will affect all pitot/static instruments.

Airspeed Indicator: If the static port is blocked but the pitot tube remains clear, the ASI will function but not with accuracy. If speed remains constant, and the aircraft climbs or descends, the static pressure will result in changes to your airspeed indication. It’s the same principle as a blocked pitot tube but reversed.

A climb will result in a decrease in atmospheric pressure entering the pitot tube, which will result in the ASI indicating decreasing airspeed, causing the ASI to act as a “reverse altimeter.” As long as the pitot tube is not blocked, changes in airspeed will reflect on the ASI, but not accurately.

Vertical Speed Indicator: With no changes to static air, there can be no differential pressure for the VSI to work with. With no differential pressure, the VSI will be stuck at zero, and you’ll marvel at how well you’re maintaining altitude.

Altimeter: The altimeter will freeze at whatever altitude was indicated when the static port was blocked.

CAP GEN Alternate Aerodrome Weather Minima Requirements

Reference: AIM COM 4.5.1

Dual VOR equipment may be checked by tuning both sets to the same VOR facility and noting the indicated bearings sent to that station. A difference greater than 4˚ between the aircraft’s two VOR receivers indicates that one of the aircraft’s receivers may be beyond acceptable tolerance.

Ref: AIM RAC 9.7.3 Speed Adjustment – ATS Surveillance- Controlled Aircraft:

To assist with vectoring, it is sometimes necessary to issue speed adjustments. While ATC will take every precaution not to request speeds beyond the capability of the aircraft, it is the pilot’s responsibility to ensure that the aircraft is not operated at an unsafe speed. If ATC issues a speed reduction that is inconsistent with safe operation, the pilot must inform ATC when unable to comply.

Speed adjustment will be expressed in units of 10 KIAS or multiples of 10 KIAS. Pilots complying with a speed adjustment are expected to maintain a speed within 10 KIAS of the specified speed.

Reference: AIM AIR 1.5

An aircraft altimeter which has the current altimeter setting applied to the subscale should not have an error of more than ±50 feet when compared on the ground against a known aerodrome or runway elevation. If the error is more than ±50 feet, the altimeter should be checked by maintenance.

AIM COM 5.3.1 Aircraft-Based Augmentation System (ABAS)

RAIM and FDE functions in current IFR-certified avionics are considered ABAS. RAIM can provide the integrity for the en route, terminal, and NPA phases of flight. FDE improves the continuity of operation in the event of a satellite failure and can support primary-means oceanic operations.

RAIM uses extra satellites in view to compare solutions and detect problems. It usually takes four satellites to compute a navigation solution, and a minimum of 5 for RAIM to function. The availability of RAIM is a function of the number of visible satellites and their geometry. It is complicated by the movement of satellites relative to a coverage area and temporary satellite outages resulting from scheduled maintenance or failures.

If the number of satellites in view and their geometry do not support the applicable alert limit (2 NM en route, 1 NM terminal and 0.3 NM NPA), RAIM is unable to guarantee the integrity of the position solution. (Note that this does not imply a satellite malfunction.) In this case, the RAIM function in the avionics will alert the pilot, but will continue providing a navigation solution. Except in cases of emergency, pilots must discontinue using GNSS for IFR navigation when such an alert occurs.

A second type of RAIM alert occurs when the avionics detects a satellite range error (typically caused by a satellite malfunction) that may cause an accuracy degradation that exceeds the alert limit for the current phase of flight. When this occurs, the avionics alerts the pilot and denies navigation guidance by displaying red flags on the HSI or CDI. Continued flight using GNSS is then not possible until the satellite is flagged as unhealthy by the control centre, or normal satellite operation is restored.

Some avionics go beyond basic RAIM by having an FDE feature that allows the avionics to detect which satellite is faulty, and then to exclude it from the navigation solution. FDE requires a minimum of 6 satellites with good geometry to function. It has the advantage of allowing continued navigation in the presence of a satellite malfunction.

Most first generation avionics do not have FDE and were designed when GPS had a feature called SA that deliberately degraded accuracy. SA has since been discontinued, and new generation SBAS-capable receivers (TSO-C145a/C146a) account for SA being terminated. These receivers experience a higher RAIM availability, even in the absence of SBAS messages, and also have FDE capability.

Reference: AIM RAC 6.3.3

Ref: AIM RAC 7.4 INSTRUMENT FLIGHT RULES (IFR) CLEARANCES

At locations where a “Clearance Delivery” frequency is listed, pilots should obtain their IFR clearance on this frequency prior to contacting ground control. Where no clearance delivery frequency is listed, the IFR clearance will normally be relayed by ground control after taxi authorization has been issued.

Reference: AIM RAC 9.20 and CAP page 22

Ref: FTGU 6.9 Thunderstorms P150

When the cell begins to dissipate. The cool precipitation tends to cool the lower region of the cloud and the cell loses its energy. The downdraft spreads throughout the whole area of the cell, with the exception of a small portion at the top where updrafts still occur.

The rainfall gradually ceases. The top of the cell spreads out into the familiar anvil structure.

Ref: AIM 9.12 INSTRUMENT FLIGHT RULES (IFR) REPORTING PROCEDURES AT UNCONTROLLED AERODROMES

The pilot-in-command of an IFR aircraft who intends to conduct an approach to or a landing at an uncontrolled aerodrome shall report

(a) the pilot-in-command’s intentions regarding the operation of the aircraft (i) five minutes before the estimated time of commencing the approach procedure, stating the estimated time of landing,

(ii) when commencing a circling manoeuvre, and

(iii) as soon as practicable after initiating a missed approach procedure; and

(b) the aircraft’s position (i) when passing the fix outbound, where the pilot-in-command intends to conduct a procedure turn or, if no procedure turn is intended, when the aircraft first intercepts the final approach course,

(ii) when passing the final approach fix or three minutes before the estimated time of landing where no final approach fix exists, and

(iii) on final approach

Ref: AIM COM 5.4.2 Global Navigation Satellite System (GNSS)- Based Area Navigation (RNAV) Approach Procedures & COM 5.4.2.2 Global Navigation Satellite System (GNSS) Overlay Approaches

A series of waypoints in a “T” or “Y” pattern eliminates the need for a procedure turn.

All approaches must be retrieved from the avionics database, and that database must be current. While it is sometimes acceptable to use pilot-generated waypoints en route, this is not permitted for approach procedures.

When conducting GNSS overlay approaches, the VOR, DME and/or NDB onboard navigation equipment does not need to be installed and/or functioning and the underlying approach navigation aids does not need to be functioning. Nevertheless, good airmanship dictates that all available sources of information be monitored.

In this example: The procedure turn is 10 NM from SEGOG. But, SEGOG is 3.5 NM from the threshold. The threshold is then 1 DME from IQX.
= 10 +  3.5 + 1
= 14.5 DME

PIREPs are transmitted under the headings “UACN10” for normal PIREPs and “UACN01” or “UUA” for urgent PIREPs.

OV/CYUL  140020- Location is from the CYUL airport but 140 degrees and 20 NM away.

Reference: AIM AGA 7.6.4.3

Reference: CAP GEN page 16.

This airport has a control tower according to the IFR chart so you must use the 'At sites with an active Air Traffic Control (ATC) Tower' section of the CAP GEN.

With a control tower there is a visibility order to follow also known as hierarchy.

In the following order:

1) RVR for your intended departure runway only 2) METAR 3) Tower visibility 4) Pilot visibility.

Runway 33 requires 1/2 SM for takeoff according to the IFR chart. But, the METAR shows both the visibility and RVR is below.

If you are at the gate when this weather drops, don't push back.

Now that you've already pushed back and started taxing, you can continue to taxi but you cannot takeoff until the visibility improves to 1/2 or RVR 2600 (either one, you don't need both).

If you can find another runway that has the RVR you want, you can taxi and takeoff for that runway.

Reference: CAP GEN page 18 and 19. IFR Takeoffs'

According to the airport chart you can either depart with 1/2 or SPEC VIS (asterisk).

If we choose SPEC VIS we need to use the visibility table in the CAP GEN. For 140 Knots we fall under Category C.

Answer: 2 SM