Part 61 IFR renewal requirements clarification
Thread Starter
Part 61 IFR renewal requirements clarification
Hi all,
Been reading through the new part 61 stuff as I'm looking to get back flying after nearly 5 years and after some clarification on the IFR renewal requirements.
It used to be you could exercise the privilege of your CIR for 12 months from the date of your last flight review, but had a 12 month grace period after that in which you only had to do the standard renewal before you would be required to sit the initial issue flight test again. Am I now reading it right that, for single pilot the limit is 12 months between reviews or 24 months for multi crew to be able to exercise the privilege of the rating, you are only required to sit the standard flight review to become current again regardless of how long it has been between reviews?
Also for recency on your endorse approaches, the 2d and 3d are a blanket 90 days now, in place of the old system of 90 for vor/ndb/rnav/dme and 35 for ils/llz?
Thanks in advance
Been reading through the new part 61 stuff as I'm looking to get back flying after nearly 5 years and after some clarification on the IFR renewal requirements.
It used to be you could exercise the privilege of your CIR for 12 months from the date of your last flight review, but had a 12 month grace period after that in which you only had to do the standard renewal before you would be required to sit the initial issue flight test again. Am I now reading it right that, for single pilot the limit is 12 months between reviews or 24 months for multi crew to be able to exercise the privilege of the rating, you are only required to sit the standard flight review to become current again regardless of how long it has been between reviews?
Also for recency on your endorse approaches, the 2d and 3d are a blanket 90 days now, in place of the old system of 90 for vor/ndb/rnav/dme and 35 for ils/llz?
Thanks in advance
Hey Aussie,
You are correct, just need to go do an IPC (Instrument Prof Check) now and aids are divided into 2D Azimuth (NDB), 2D CDI (VOR) and 3D (ILS for example) now with 90 Days for each, don't forget Single Pilot requirements are in the mix as well and everything is now ME (Multi-Engine) or SE (Single-Engine) with an IPC done in an ME counting towards your SE but not the other way around and some extra requirement surrounding Aircraft Type Ratings and the requirement to do a Flight Test in those specific Aircraft to exercise your right to fly them, but I don't think that'll be relevant to you by the sounds of it.
As I'm sure you already know, head over to your local flying school, have a chat and they'll formulate the best plan to get you back in the air after your hiatus and based on your specific experience.
You are correct, just need to go do an IPC (Instrument Prof Check) now and aids are divided into 2D Azimuth (NDB), 2D CDI (VOR) and 3D (ILS for example) now with 90 Days for each, don't forget Single Pilot requirements are in the mix as well and everything is now ME (Multi-Engine) or SE (Single-Engine) with an IPC done in an ME counting towards your SE but not the other way around and some extra requirement surrounding Aircraft Type Ratings and the requirement to do a Flight Test in those specific Aircraft to exercise your right to fly them, but I don't think that'll be relevant to you by the sounds of it.
As I'm sure you already know, head over to your local flying school, have a chat and they'll formulate the best plan to get you back in the air after your hiatus and based on your specific experience.
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Alternate Minima for DGA?
Apologies for hijacking the thread, but I was wondering what the alternate minima were for a DME/GNSS Arrival.
Since it is not listed on the plate, I assumed that it would be safe to use the alternate minima for one of the other approaches at the same aerodrome, however this does seem a little woolly and I'd rather have a definitive reference (Nothing satisfactory in AIP or CAAP 178)
Thanks
Since it is not listed on the plate, I assumed that it would be safe to use the alternate minima for one of the other approaches at the same aerodrome, however this does seem a little woolly and I'd rather have a definitive reference (Nothing satisfactory in AIP or CAAP 178)
Thanks
Apologies for hijacking the thread, but I was wondering what the alternate minima were for a DME/GNSS Arrival.
Since it is not listed on the plate, I assumed that it would be safe to use the alternate minima for one of the other approaches at the same aerodrome, however this does seem a little woolly and I'd rather have a definitive reference (Nothing satisfactory in AIP or CAAP 178)
Thanks
Since it is not listed on the plate, I assumed that it would be safe to use the alternate minima for one of the other approaches at the same aerodrome, however this does seem a little woolly and I'd rather have a definitive reference (Nothing satisfactory in AIP or CAAP 178)
Thanks
Sorry, I don't have a reference for it but I never even noticed the lack of an alternate minima appearing on the DME/GNSS arrival charts.
Hi all,
Am I now reading it right that, for single pilot the limit is 12 months between reviews or 24 months for multi crew to be able to exercise the privilege of the rating, you are only required to sit the standard flight review to become current again regardless of how long it has been between reviews?
Also for recency on your endorse approaches, the 2d and 3d are a blanket 90 days now, in place of the old system of 90 for vor/ndb/rnav/dme and 35 for ils/llz?
Thanks in advance
Am I now reading it right that, for single pilot the limit is 12 months between reviews or 24 months for multi crew to be able to exercise the privilege of the rating, you are only required to sit the standard flight review to become current again regardless of how long it has been between reviews?
Also for recency on your endorse approaches, the 2d and 3d are a blanket 90 days now, in place of the old system of 90 for vor/ndb/rnav/dme and 35 for ils/llz?
Thanks in advance
In response to your second question, you are partly correct. All the recency requirements are 90 days. But if you had done say a VOR for example this would only give you currency for RNAV & VOR approaches and not NDB. Despite all being 2D approaches, you also have to be current on the "type of guidance" of the aid of the approach. A VOR or RNAV approach would give you 90 day currency for a CDI type 2D approach but you would need to have done an NDB approach to have currency for a 2D azimuth approach (I assume a GNSS/DME arrival using an NDB would probably suffice for the azimuth guidance as well).
(eg. YMDG RNAV 04). When queried, the rationale was that ..... well it didn't seem very rational! Especially for Mudgee where two different RNAVs have different ALT minimas
!?^$##%&***##!!!
Last edited by drpixie; 2nd Apr 2018 at 22:48. Reason: spelling
FYI - "they" have recently started putting in approaches with different ALT minima from others at the same airfield (eg. YMDG RNAV 04).
When queried, the rationale was that ..... well it didn't seem very rational! Especially for Mudgee where two different RNAVs have different ALT minimas
!?^$##%&***##!!!
(eg. YMDG RNAV 04). When queried, the rationale was that ..... well it didn't seem very rational! Especially for Mudgee where two different RNAVs have different ALT minimas
!?^$##%&***##!!!
Thanks for pointing that out! I wonder which bright spark came up with that idea, surely that can't be a standard ICAO thing. So you now have different alternate minima depending on which runway you 'expect' to be using
In the case of the OP, I guess you would just ensure you use the minima for the approaches of the aid you are using. ie you if doing the DME/GNSS arrival using the NDB you would use the alternate for the NDB approaches and likewise for the VOR. I can only assume that the madness hasn't extended to having different alternate minima for the various approaches using he VOR or NDB!
