Step 1: Find the difference between the altimeter settings
30.10 -29.92 = 0.18 in
0.18 in x 1000 ft = 180 feet. This is the altitude error.

Step 2: Add or Subtract from the aircrafts altitude
Remember these two phrases for the next part. "High to low, lookout below" "Low to high, too much sky"

In this example we are going from low to high. So we add.
5000 ft + 180 ft = 5,180 ft ASL.

ACAS I Gives Traffic Advisories (TA's) but does not recommend any manoeuvres.

ACAS II Gives Traffic Advisories (TA's) and Resolution Advisories (RAs) in the vertical sense (direction).

ACAS III Gives TA's and RA's in vertical and/or horizontal directions.

Standard 625 Appendix A: Elementary Work - Canadian Aviation Regulations (CARs)

Elementary work is a form of maintenance that is not subject to a maintenance release. Hence, it need not be performed by a holder of an AME licence, or by persons working under an AMO certificate. The owner is responsible for controlling authorizations to persons who may perform elementary work.

Elementary Work Task Listings

(1) fabric patches measuring not more than 15 cm (6 in) in any direction and not requiring rib stitching or the removal of control surfaces or structural parts, on small privately operated aircraft;

(2) removal and replacement of tires, wheels, landing skids or skid shoes, not requiring separation of any hydraulic lines, on small privately operated aircraft;

(3) removal and replacement of skis on fixed landing gear, not requiring separation of any hydraulic lines, on small privately operated aircraft;

(4) repair of non-structural fairings, cover plates and cowlings, on small privately operated aircraft;

(5) cleaning and replacement of spark plugs, on small privately operated aircraft.

(6) checking of cylinder compression, on small privately operated aircraft;

(7) cleaning or changing of fuel, oil, and air filters, on small privately operated aircraft;

(8) draining and replenishing engine oil, on small privately operated aircraft;
(amended 2004/03/01)

(9) checking the electrolyte level and specific gravity of lead acid batteries, on small privately operated aircraft;
(amended 2004/03/01)

(10) adjustment of generator or alternator drive belt tension, on small privately operated aircraft;
(amended 2004/03/01)

(11) cleaning of balloon burner nozzles;
(amended 2004/03/01)

(12) removal and replacement of balloon baskets, burners and gas tanks that are designed for rapid change in service;
(amended 2004/03/01)

(13) removal and replacement of glider wings and tail surfaces that are designed for quick assembly;
(amended 2004/03/01)

(14) repair of upholstery, trim and cabin furnishings;
(amended 2004/03/01)

(15) removal and replacement of role equipment designed for rapid removal and replacement;
(amended 2004/03/01)

(16) removal and replacement of passenger seat belts and harnesses;
(amended 2004/03/01)

(17) removal and replacement of fuses, light bulbs and reflectors;
(amended 2004/03/01)

(18) removal and replacement of avionics components that are rack mounted or otherwise designed for rapid removal and replacement, where the work does not require testing other than an operational check;
(amended 2004/03/01)

(19) removal and replacement of aircraft batteries;
(amended 2004/03/01)

(20) removal and replacement of co-pilot control levers, wheels, pedals and pedal guard plates that are designed for rapid removal and replacement, on other than transport category aircraft;

(21) opening and closing of non-structural access panels;

(22) removal and replacement of cabin doors on unpressurized aircraft, where the door is designed for rapid removal and replacement;

(23) removal, replacement and repositioning of non structural partitions in the passenger cabin;

(24) inspection and continuity checking of self-sealing chip detectors;

(25) removal and replacement of induction system anti-icing baffles, scoops and deflectors that are designed for rapid removal and replacement;

(26) removal, cleaning, replacement and adjustment of external components of chemical dispersal systems that are designed for rapid removal and replacement;

(27) deactivating or securing inoperative systems in accordance with sections 605.09 or 605.10 of the CARs, including the installation of devices specifically intended for system deactivation, where the work does not involve disassembly, the installation of parts, or testing other than operational checks;

(28) checking and adjusting air pressure in helicopter floats and aircraft tires except on aircraft operated under CAR 705.

(29) repetitive visual inspections or operational checks (including inspections and tests required by airworthiness directives) not involving disassembly or the use of visual aids, performed out of phase with the aircraft’s scheduled check cycle at intervals of less than 100 hours air time, provided the tasks are also included in the most frequent scheduled maintenance check.

401.53 (1) The holder of a second officer rating may

(a) act as second officer in any aeroplane of a type to which the rating applies;

(b) act as second officer in any aeroplane for the sole purpose of the holder’s own flight training or competency check if

(i) the flight training is conducted under the supervision of a person qualified to give second officer training, or

(ii) the competency check is conducted by a person qualified to conduct the check; and

(c) act as a flight engineer in an aeroplane of a type to which the rating applies.

(2) A holder of a second officer rating who supervises other holders of second officer ratings may conduct flight training and competency checks in respect of

(a) the endorsement of a commercial pilot licence — aeroplane or an airline transport pilot licence — aeroplane with a second officer rating; and

(b) the endorsement of a licence with an aircraft type rating for second officer privileges, if the holder holds a second officer rating.

A flight crew member on reserve means a flight crew member who has been designated by an air operator to be available to report for flight duty on notice of more than one hour.

Operation of Aircraft in Icing Conditions

704.63 (1) When icing conditions are reported to exist or are forecast to be encountered along the route of flight, no person shall authorize a flight or its continuation or conduct a take-off or continue a flight in an aircraft, even if the pilot-in-command determines that the aircraft is adequately equipped to operate in icing conditions in accordance with paragraph 605.30(a), if, in the opinion of the pilot-in-command, the safety of the flight might be adversely affected.

(2) No person shall operate an aeroplane in icing conditions at night unless the aeroplane is equipped with a means to illuminate or otherwise detect the formation of ice.

Fuel Requirements

704.20 No air operator shall authorize a flight and no person shall commence a flight unless the aircraft carries sufficient fuel to meet the fuel requirements of Part VI and to allow the aircraft

(a) in the case of an aeroplane operated in IFR flight,

(i) to descend at any point along the route to the lower of

(A) the single-engined service ceiling, or

(B) 10,000 feet,

(ii) to cruise at the altitude referred to in subparagraph (i) to a suitable aerodrome,

(iii) to conduct an approach and a missed approach, and

(iv) to hold for 30 minutes at an altitude of 1,500 feet above the elevation of the aerodrome selected in accordance with subparagraph (ii)

AIM RAC 2.3
Southern Control Area begins at FL180
Northern Control Area begins at FL230
Arctic Control Area begins at FL270

Below those altitudes it is class G uncontrolled airspace where you must broadcast on 126.7 prior to climbing.

Starting and Ground Running of Aircraft Engines

602.10 (1) No person shall start an engine of an aircraft unless

(a) a pilot’s seat is occupied by a person who is competent to control the aircraft;

(b) precautions have been taken to prevent the aircraft from moving; or

(c) in the case of a seaplane, the aircraft is in a location from which any movement of the aircraft will not endanger persons or property.

(2) No person shall leave an engine of an aircraft running unless

(a) a pilot’s seat is occupied by a person who is competent to control the aircraft; or

(b) where no persons are on board the aircraft,

(i) precautions have been taken to prevent the aircraft from moving, and

(ii) the aircraft is not left unattended.

CAR 700.70

An air operator shall not assign to a flight crew member a reserve duty period that exceeds

(a) 18 consecutive hours, if the period begins between 02:00 and 17:59;

(b) 17 consecutive hours, if the period begins between 18:00 and 18:59;

(c) 16 consecutive hours, if the period begins between 19:00 and 20:59;

(d) 15 consecutive hours, if the period begins between 21:00 and 22:59; and

(e) 14 consecutive hours, if the period begins between 23:00 and 01:59.

AIM RAC 2.5.2 Aircraft Speed Limit Order

AIM RAC 11.7

Life Rafts and Survival Equipment — Flights over Water

602.63 (1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is UNABLE to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is ABLE to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a TRANSPORT category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

Life Rafts and Survival Equipment — Flights over Water

602.63 (1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is UNABLE to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is ABLE to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a TRANSPORT category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

Life Rafts and Survival Equipment — Flights over Water

602.63 (1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is UNABLE to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is ABLE to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a TRANSPORT category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

CAR 421.34

75 hours instrument flight time of which a maximum of 25 hours may have been acquired in approved instrument ground trainers and a maximum of 35 hours may have been acquired in helicopters. Instrument ground time shall not be applied toward the total 1500 hour flight time requirement.

Unforeseen Operational Circumstances

604.102 (1) Flight duty period may be extended by up to three hours if

(a) the pilot-in-command, after consultation with the other flight crew members, considers it safe to do so;

(b) the flight duty period is extended as a result of an unforeseen operational circumstance that occurs after the beginning of the flight duty period;

(c) the next minimum rest period is extended by an amount of time that is at least equal to the length of the extension of the flight duty period; and

(d) the pilot-in-command notifies the private operator of the unforeseen operational circumstances and of the length of the extension of the flight duty period.

704.20 No air operator shall authorize a flight and no person shall commence a flight unless the aircraft carries sufficient fuel to meet the fuel requirements of Part VI and to allow the aircraft

(a) in the case of an aeroplane operated in IFR flight,

(i) to descend at any point along the route to the lower of

(A) the single-engined service ceiling, or

(B) 10,000 feet,

(ii) to cruise at the altitude referred to in subparagraph (i) to a suitable aerodrome,

(iii) to conduct an approach and a missed approach, and

(iv) to hold for 30 minutes at an altitude of 1,500 feet above the elevation of the aerodrome selected in accordance with subparagraph

For a turbojet:
At or below 6,000: 200 knots
Above 6,000 and below 14,000 ft: 230 knots
Above 14,000 ft; 265 knots

For a prop/turboprop:
175 knots

AIM RAC2.8.1 Class A Airspace

724.26 Take-Off Minima Weather Below Landing Limits

The standards for conducting a take-off in IMC when weather conditions are above take-off, but below landing minima for the runway in use are:

An alternate aerodrome is specified in the IFR flight plan and that aerodrome is located:

1. in the case of a twin-engined aircraft, within the distance that can be flown in 60 minutes at the one-engine-inoperative cruise speed, or
2.  in the case of an aircraft with three or more engines, within the distance that can be flown in 120 minutes at the one-engine-inoperative cruise speed.

Minimum rest period means a period during which a flight crew member is free from all duties, is not interrupted by the air operator or private operator, and is provided with an opportunity to obtain not less than eight consecutive hours of sleep in suitable accommodation, time to travel to and from that accommodation and time for personal hygiene and meals.

An air operator shall provide a flight crew member with a rest period of at least 10 consecutive hours between reserve availability periods.

Use of ELTs

605.39 (1) An aircraft that is required to be equipped with one or more ELTs under section 605.38 may be operated without a serviceable ELT if the operator

(a) repairs the ELT or removes it from the aircraft at the first aerodrome at which repairs or removal can be accomplished;

(b) on removal of the ELT, sends the ELT to a maintenance facility; and

(c) displays on a readily visible placard within the aircraft cockpit, until the ELT is replaced, a notice stating that the ELT has been removed and setting out the date of its removal.

(2) If an aircraft is required to have one ELT, the operator shall re-equip the aircraft with a serviceable ELT within

(a) 10 days after the date of removal, if the aircraft is operated under Subpart 4 or 5 of Part VII; or

(b) 30 days after the date of removal in the case of any other aircraft.

724.27 No Alternate Aerodrome - IFR Flight

For an air operator of aeroplanes to qualify to conduct a flight under IFR without naming an alternate aerodrome on the flight plan the following standard shall be met:

(1) Area of Operations

(a) take-off aerodrome shall be:

(i) situated within the North American continent, the Caribbean islands and Bermuda; and

(ii) not more than the hours of flight time (Scheduled) from the aerodrome of intended landing;

(b) aerodrome of intended landing authorized for no alternate IFR shall meet the requirements of subsection (3) below; and

(c) provided the requirements of subsections (2), (3), (4), (5) and (6) are met, the pilot-in-command may refile "No Alternate IFR" on flights to a destination aerodrome in Canada, regardless of the location of the departure aerodrome, when within six hours of the scheduled destination aerodrome.

(2) Weather Requirements

For at least one (1) hour before and until one (1) hour after the estimated time of arrival at the aerodrome of intended landing, there shall be, in respect to that aerodrome:

(a) no fog or other restrictions to visibility, including precipitation, whether forecast or reported, below 3 miles;
(b) no thunderstorms, whether isolated or otherwise forecast or reported;
(c) a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least 3 miles or a ceiling of at least 1,500 feet above the MDA and a visibility of at least 6 miles; and

(d) no freezing precipitation whether forecast or reported;

(3) Aerodrome of Intended Landing - Requirements

(a) the aerodrome of intended landing shall be:

(i) equipped with at least two (2) separate runways each of which shall be operational and suitable for a safe landing for the aeroplane type, taking into consideration the approved operational limitations; and

Note:

The reciprocal of one runway is not acceptable as the second runway.

(ii) equipped with emergency or standby electrical power supply in support of the main electrical power supply used to operate all equipment and facilities that are essential to the safe landing of the aeroplane, whether such landing be by day or by night;

(4) Flight Dispatch Requirements

The Operation Control System shall be Type A or Type B as applicable;

(5) Fuel Requirements

The minimum fuel required for a no alternate IFR flight plan must meet the requirements of section 704.20 of the Canadian Aviation Regulations and shall include the following:

(a) taxi fuel;

(b) fuel to destination;

(c) contingency fuel;

(d) holding reserve fuel; and

(e) fuel for flights in International and Northern Airspace shall be additional contingency fuel or enroute reserve fuel, whichever is the greater; and

(6) Aerodrome Familiarization

Pilots shall be thoroughly familiar with all suitable diversionary aerodromes which are available (within the fuel and oil reserve carried) in respect of any flight operated on a "no alternate IFR" basis.

Net Take-off Flight Path

704.47 No air operator shall authorize a flight — and no person shall conduct a take-off — in a turbo-jet-powered aeroplane, a large aeroplane that is propeller-driven or a propeller-driven aeroplane that has a passenger seating configuration of 10 or more, if the weight of the aeroplane exceeds the weight specified in the aircraft flight manual as allowing a net take-off flight path that clears all obstacles by at least 10.7 m (35 feet) vertically or at least 60 m (200 feet) horizontally within the aerodrome boundaries, and by at least 91.5 m (300 feet) horizontally outside those boundaries.

(2) In the determination of the maximum weight, minimum distances and flight path:

(a) corrections shall be made for

(i) the runway to be used,

(ii) the runway slope in the direction of take-off,

(iii) the pressure-altitude at the aerodrome,

(iv) the ambient temperature at the aerodrome, and

(v) the wind component at the time of take-off, that is not more than 50% of the reported headwind or not less than 150% of the reported tailwind;

(b) calculations shall be based on the pilot

(i) not banking the aeroplane before reaching an altitude of 15 m (50 feet),

(ii) subject to paragraph (c), using no more than 15 degrees of bank at altitudes between 15 m (50 feet) and 122 m (400 feet), and

(iii) using no more than 25 degrees of bank at altitudes above 122 m (400 feet), aeroplane speed and configuration permitting; and

(c) a bank angle greater than the angle referred to in subparagraph (b)(ii) may be used if it is authorized in an air operator certificate.

AIM AIR 3.2.2 Carbon Monoxide

AIM AIR 3.2.2 Carbon Monoxide

Carbon monoxide is a colourless, odourless, tasteless gas that is a product of incomplete combustion. Haemoglobin, the oxygen- carrying chemical in the blood, picks up carbon monoxide over 200 times more readily than it picks up oxygen. Thus, even minute quantities in the cockpit (often from improperly vented exhaust fumes) may result in pilot incapacitation.

The symptoms of carbon monoxide poisoning are insidious. Initially, there is an inability to concentrate, thinking becomes blurred, and subsequently dizziness and headache develop. If any of these symptoms are noticed, pilots should turn off the heater, open the air ventilators and descend to a lower altitude if it is safe to do so. If oxygen is available, it should be used. If an exhaust leak is suspected, the pilot should land the aircraft as soon as possible.

Smoking is a source of carbon monoxide. Smokers carry some carbon monoxide in their blood all the time, and may have 5 to 10 percent of their haemoglobin saturated with carbon monoxide. This reduces the oxygen-carrying capacity of the blood and smokers may become hypoxic at altitudes below 10 000 ft ASL (3 050 m).

AIM AIR 3.15.2

AIM AIR 3.3 and 3.4

AIM AIR 3.2.3 Hyperventilation

Hyperventilation most commonly occurs in association with anxiety, fear, or during intense concentration on a difficult task, such as performing a complicated approach procedure. Normally, the rate of breathing is controlled by the amount of carbon dioxide in the lungs and in the blood. In hyperventilation, carbon dioxide is blown off and the level of carbon dioxide in the blood drops below normal. Pilots may notice dizziness, a feeling of coldness, a sensation like a tight band around the head and pins and needles in the hands and feet, and cramping and spasms of the hands and feet. Paradoxically, they will often feel as though they cannot get enough air. Continued hyperventilation may result in a loss of consciousness.

At higher temperatures, air molecules have more energy, which means they vibrate faster. This allows the sound waves to travel faster because they are propelled by collisions between the molecules.

Winglets are effective in reducing induced drag by cancelling out the wing tip vortex.

From the Ground Up

he approximate bank angle required to accomplish a coordinated rate one turn (3°/second) can be calculated by dividing the TAS (in knots) by 10 and then adding 7.

The speed of sound varies with temperature. Under standard temperature conditions of 15 °C, the speed of sound at sea level is 661 knots. At 40,000 feet, where the temperature is –55 °C, the speed of sound decreases to 574 knots. In high­ speed flight and/or high-altitude flight, the measurement of speed is expressed in terms of a “Mach number”—the ratio of the true airspeed of the aircraft to the speed of sound in the same atmospheric conditions. An aircraft traveling at the speed of sound is traveling at Mach 1.0. Aircraft speed regimes are defined approximately as follows: 

Subsonic—Mach numbers below 0.75 

Transonic—Mach numbers from 0.75 to 1.20 

Supersonic—Mach numbers from 1.20 to 5.00 

Hypersonic—Mach numbers above 5.00 

The leading edge flap increases the camber of the wing and increases the lift coefficient at high angles of attack.

AIM AIR 1.6.6

AIM AIR 1.6.6

AIM RAC 7.7

NOT ASSESSED—IFR departures have not been assessed for obstacles. Pilots-in-command (PICs) are responsible for determining minimum climb gradients and/or routings for obstacle and terrain avoidance.

In the absence of a published visibility for a particular runway, a pilot may depart IFR only if take-off visibility will allow avoidance of obstacles and terrain on departure. In no case should the take-off visibility be less than 1/2 SM.

AIM RAC 4.1.1

Balance Field Length: The field length where the distance to accelerate and stop =  to the take-off distance of an airplane experiencing an engine failure at the critical engine failure recognition speed (V1), or the distance to reject the takeoff.

TODA = ASDA

Advisory Circular (AC) No. 700-016

Segments of the Take-off Flight Path: The take-off Flight Path may be constructed from four or more segments depending on how the take-off flight path has been certified for a specific aeroplane type.

First Segment: The first segment starts from the height of 35 feet above the take-off surface and extends to the point where the landing gear is fully retracted, at a constant V2 speed and flaps in the take-off position;

Second Segment: The second segment starts at the point at which the landing gear is fully retracted up to at least 400 feet above the runway, flown at V2 peed and flaps in take-off position;

Third (Acceleration) Segment: The acceleration segment is the part of the take-off flight path that begins at the end of the second segment and extends horizontally over the distance to completely retract the flaps and accelerate to the final take-off climb speed; and

Fourth (Final) Segment: The final segment starts from the end of the acceleration segment and extends to the end of the take-off flight path, flown at the final segment climb speed in the clean configuration.

9.23 CIRCLING

Circling is the term used to describe an IFR procedure that is conducted by visually manoeuvring an aircraft, after completing an instrument approach, into position for landing on a runway which is not suitably located for a straight-in landing (not usually applicable to rotorcraft).

The visual manoeuvring area for a circling approach is determined by drawing arcs centred on each runway threshold and joining those arcs with tangent lines. The radius of the arcs is related to the aircraft category and may be based on either standard circling approach radii or expanded circling approach radii (the AIM has several tables showing this radius). The circling minimum descent altitude (MDA) provides a minimum of 300 feet above all obstacles within the visual manoeuvring area for each category.

Advisory Circular (AC) No. 700-016

An aeroplane must clear all obstacles along the net take-off flight path by at least 35 feet vertically or by at least 200 feet horizontally within the aerodrome boundaries and 300 feet horizontally outside those boundaries.

AIM RAC 2.11

An encounter with an engine stall is associated with one or more loud bangs. The bangs are similar to that of a shotgun being fired.

It may also cause fluctuations in engine parameters, cause abnormally high vibrations, and can even prompt the Exhaust Gas Temperature (EGT) to rise. From outside the aircraft, flames may also be visible from the exhaust, and, at times, from the engine's intakes.

As soon as the engine stalls, the pilot must reduce the thrust to idle by moving the thrust lever(s) of the affected engine(s) back. This should reduce the back pressure and help to stabilize the airflow. Once the engine(s) is/are at idle, the engine parameters must be checked to see if they are stable.

724.26 Take-Off Minima

Take-off Minima Reported Visibility RVR 1200 feet (1/4 mile) - Aeroplanes with Certified Engine-out Take-off and Climb Performance

(i) the Company Operations Manual shall contain detailed guidance on how to determine departure one engine inoperative climb gradient and obstacle clearance;

(ii) a take-off alternate shall be specified in the flight plan;

(iii) the runway is equipped as detailed in the manual of Aerodrome Standards and Recommended Practices with serviceable and functioning high intensity runway lights or runway centre-line lights or with runway centre-line markings that are plainly visible to the pilot throughout the take-off run;

(iv) the pilot-in-command is satisfied that the required RVR 1200 feet (1/4 mile) visibility exists for the runway to be used before commencing take-off;

(v) the pilot-in-command and second-in-command attitude instruments (artificial horizons) on the aeroplane shall incorporate pitch attitude index lines in appropriate increments above and below the zero pitch reference line to at least 15°, and are capable of ensuring ready depiction of total aeroplane attitude. An approved failure warning system which will immediately detect essential instrument and equipment failures or malfunctions shall be installed and operative. For the purpose of reduced visibility take-offs, essential instruments are defined as attitude indicators, directional gyros and HSI’s;

(vi) the flight crew members shall be given training;

(vii) the chief pilot, or his or her delegate, has certified in the pilot’s training file that the pilot-in-command is competent to conduct an RVR 1200 feet (1/4 mile) take-off; and
(amended 2000/12/01)

(viii) the pilot-in-command shall have at least 100 hours of pilot-in-command experience on the aeroplane type. A pilot-in-command converting onto an aeroplane type similar to that on which he had been maintaining pilot-in-command qualifications at these limits for at least 90 days prior to conversion may be authorized these limits by the air operator on completion of required line indoctrination. Similar aeroplanes shall be considered as turbo-propeller to turbo-propeller or turbo-jet to turbo-jet.