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11 MAR 05 TERMINAL AU-25

INSTRUMENT APPROACH/TAKEOFF PROCEDURES


NOTE: The pilot-in-command is responsible for en- track within the splay, and 1. above can be met, then
suring that: the minima in paragraph 4.3.4 may be used.
1. terrain clearance is assured until reaching either 4.3.4.2 IFR airplanes ABOVE 5,700kg must
enroute LSALT or departure aerodrome MSA; comply with pertinent obstacle clearance require-
2. in the case of multi-engine airplanes, 1. above ments of CAO 20.7.1b (not published herein).
can be complied with should an engine failure 4.3.5 Except for multi-engine helicopters oper-
occur at any time after V1 or lift-off, or encounter- ated in accordance with PC1/PC2 procedures (see
ing non-visual conditions; notes 2 and 3 below), standard takeoff minima for
3. If a return to the departure aerodrome is not helicopters operating under IFR are:
possible, that the airplane’s performance and a. 500 ft ceiling; and
fuel availability is adequate to enable the aircraft
b. 800m RVR/visibility.
to proceed to a suitable aerodrome, having re-
gard to terrain, obstacles and route distance lim- 4.3.6 Standard takeoff minima for multi-engine
itations. helicopters operating under IFR in accordance with
PC1/PC2 procedures are:
4.3.3 Except for multi-engine airplanes meet-
ing the criteria contained in paragraph 4.3.4 below, a. clear of cloud until attaining VYSE or VMIN IMC
standard take-off minima for airplanes operating to (whichever is greater); and
the IFR are: b. 800m RVR/visibility; or
a. 300 ft ceiling; and c. 500m RVR/visibility when operating from a run-
b. 2000m visibility. way with edge lighting at not more than 60m light
spacing and either runway centerline lighting or
4.3.4 Multi-engine airplanes which are two pilot centerline marking.
operated or single pilot operated turbojet or (opera-
tive) auto-feather equipped operating to the IFR are 4.3.7 In all cases, the responsibility for obstacle
0 ft ceiling and: clearance rests with the pilot in command. A takeoff
into instrument meteorology conditions should not
a. 800m visibility; or be commenced unless the pilot has determined that
b. 500m visibility with runway edge lighting (light the helicopter in the OEI configuration can comply
spacing not more than 60m) and either runway with published procedures or, where no published
centerline lighting or centerline markings. procedures exist, that the helicopter can be kept well
clear of all obstacles along the intended flight path.
NOTE 1: Requirements for two pilot operations are:
– endorsed on aircraft type; NOTE 1: The additional ceiling for all other IFR heli-
copters is to allow for the greater rate of descent
– multi-crew trained on aircraft type;
when compared to a comparable aeroplane should
– multi-crew proficiency checked within the previ- an engine fail during takeoff.
ous 13 months; and
– instrument rated. NOTE 2: Performance Class 1 (PC1) operations are
those with performance such that, in the event of fail-
ure of the critical power-unit, the helicopter is able to
NOTE 2: Visibilities may be reduced by specific ap-
land within the rejected takeoff distance available or
proval; such approval along with mandatory require-
safely continue in flight to an appropriate landing ar-
ments will be inserted in Company Operations Man-
ea, depending on when the failure occurs.
uals.
NOTE 3: Performance Class 2 (PC2) operations are
4.3.4.1 For application of the above, multi-en-
those operations such that, in the event of critical
gine IFR airplanes NOT ABOVE 5,700kg must be
power-unit failure, performance is available to en-
capable of a gross climb gradient of at least 1.9%
able the helicopter to safely continue the flight, ex-
under ambient conditions with the loss of the most
cept when the failure occurs early during the takeoff
critical engine.
maneuver late in the landing maneuver, in which
NOTE 1: Airplane engine out climb gradient under cases a forced landing may be required.
ambient conditions (manufacturer’s data) must be at
least 0.3% greater than the obstacle free gradient for 4.4 LANDING MINIMA
the runway length required. 4.4.1 Aerodromes with Approved
NOTE 2: Airplanes may use published obstacle free Instrument Approach Procedures
gradients provided such gradients are surveyed to at 4.4.1.1 IFR Day and Night – minima specified
least a distance of 7,500m from end of TODA. Run-
on the relevant instrument approach chart.
ways with strip widths of 150m or greater are sur-
veyed to 7,500m unless otherwise annotated. 4.4.2 Aerodromes without Approved
Instrument Approach Procedure
NOTE 3: Where an operator can establish an obsta-
cle free gradient (150m baseline at end of TODA, 4.4.2.1 IFR Day – visual approach require-
12.5% splays, 7,500m distance) not more than 30 ments.
degrees from runway heading, and whose proce-
4.4.2.2 IFR Night – VMC from LSALT within 3
dures involve not more than 15 degrees of bank to
NM.

© JEPPESEN SANDERSON, INC., 1999, 2005. ALL RIGHTS RESERVED.

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