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destination becomes unavailable – as
mentioned before, no professional
expects to land from any approach.
To increase your chances of actually
landing somewhere, minima figures
for alternates are higher than for
destinations for the purposes of
filing, but normal figures apply once
you are on your way to use it.
TAFs
The clue to this is in the words
BECMG, TEMPO or PROB in the
Terminal Aerodrome Forecast (TAF).
· BECMG. When conditions are
getting better, use the end of the
time period as a reference.
When they are getting worse,
use the beginning. In neither
case should minima go below
requirements for that
aerodrome.
Air Law 69
· TEMPO. Should not be below
the (higher) alternate minima.
· PROB. Should not be below
normal landing minima.
If you get the information from a
TAF, certain minima are regarded as
standard for alternates, namely 600-2
and 800-2, for 1 precision approach
or 1 non-precision approach,
respectively (or 300-1 above the
lowest useable HAT/HAA and
visibility, whichever is greater). They
use a sliding scale that reduces the
visibility by half a mile for every 100-
foot increase in the cloudbase, for
example, 700-1 ½ or 800-1 instead
of 600-2, and 900-1 ½ or 1,000-1.
With two or more precision
approaches that have a straight-in
capability to separate runways (either
end of one for helicopters), you can
use 400-1, or 200- ½ above the lowest
useable HAT (Height Above
Touchdown) and visibility, whichever
is greater. With no approaches, add
500 feet to the lowest useable IFR
altitude that allows a VFR approach
and landing.
Aerodrome Advisory
You can use these if you do not have
access to TAFs, if the forecast
weather is over 500 feet above the
lowest useable HAT/HAA and the
visibility is at least 3 statute miles.
Ceilings
These are based on the HAA or
HAT, rounding up to the nearest
hundred feet when over 20, so if you
get a reading of 721, use 800 (720
would 700).
GFA
You can also use the GFA for the
ETA, if there is no cloud below the
lowest useable HAT/HAA, there are
no cunims lurking about and the
visibility is over 3 statute miles.
However, remember that GFA
cloud heights are above sea level
(TAFs are AGL).
Calculations
First, find the number and type of
approaches available, then check the
highest of the standard figures (600-
2, 800-2) or 300-1added to published
minima. If the standard is higher,
you can operate the sliding scale.
Then check the TAF for the time
you will arrive, looking for the
keywords, BECMG, PROB and
TEMPO (see above). Anything in
those times below minima scrubs
that aerodrome as an alternate.
Routes in Uncontrolled Airspace
IFR and night VFR flights must be
done on air routes, unless otherwise
allowed under CASS. Except when
taking off or landing, or being radarvectored
by ATC, you must always
be at or above the MOCA on an
airway or air route, and the
minimum altitude where an IFR
chart is relevant. (you may not fly
passengers in a multi-engined aircraft
under IFR or VFR at night unless its
weight allows you to maintain
MOCA with one engine out).
Lights & Visual Signals
Used for NORDO aircraft, or those
with radio difficulties. Acknowledge
them by rocking the wings or
flashing the landing lights once.
70 Canadian Professional Pilot Studies
Signal To air To ground
Steady red Give way to
other aircraft,
keep circling
Stop
Red pyro, or
flare
Do not land
for time being
Red flashes Airport unsafe,
do not land
Move clear of
landing area
Green flashes Return for
landing
Cleared to taxi
Steady Green You may land Clear to take off
(not a vehicle)
White flashes Land after
receiving
continuous
green. After
green flashes,
go to apron.
Return to
starting point
Bursting
red/green
stars
You are in or
near a danger
area; push off
Blinking
runway lights
Ground
personnel clear
areas
Visual Approach Systems
Runway lighting works backwards
from the threshold for up to 3,000
feet for precision approach runways.
It has a purpose other than to show
you the way in at night – it's also
meant to help you transition to the
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