New Copilot Useful IFR Knowledge

[IFLY96]

Hello everyone,

I am writing to put some useful learning tips / knowledge for new and upcoming copilots into the 703 world from a captains perspective and to see if we can spark a conversation about what we would all like to see from our copilots and captains alike. I am currently flying for an operator in western Canada on the King Air 200. We are operating out of towered/non towered aerodromes throughout Alberta, Saskatchewan and BC which leads to some unique flight planning and flying. In my relatively low time as a captain I have observed a disconnect in some new pilots out of school whether it be from lower time instructors not passing on all information (even the instructor may not have known) or perhaps there are just gaps not being address / missed in the training material (I know how dry although informative Harv's Air ground school can be). The examples below are a bit more complicated and are real world scenarios encountered while working unlike the flight training hood/sim flying you get while working on your ratings. So here we go:

1) When is an IFR clearance actually required and when do we use a 1000 code? I find several of my copilots struggling with the concepts associated with Canadian IFR. This usually occurs departing an uncontrolled aerodrome in class G airspace where as a crew we encounter some learning moments. "Do I call the FIC for a code or can we just go"? is usually the question proposed. Obviously a number of factors will play into this decision such as airspace and weather. An important aspect to consider at this point is not only what airspace we are in on the ground but what airspace are we departing into? For example an aircraft departing in VMC from an uncontrolled aerodrome in class G situated below an airway only has 2,200 AGL to go prior to busting into an airway. So a 1000 code would indicate an aircraft operating under IFR entered class E (controlled for IFR) without an IFR clearance and the center controller watching you do this could issue a violation. The same aircraft operating on a 1200 code could just climb all the way up to 12,500 feet inside that airway before center has to worry about you. The key message in this example is creating time and covering your butt. I have encountered several pilots both SIC and PIC rated who struggle to understand this distinction. Just because you have filed IFR does not mean you have to depart IFR. The 1000 code exists for the aircraft departing IFR in IMC without a clearance and that will not enter IFR controlled until a clearance is received.

2) Similar to example 1 is understanding the white areas on LO charts. Again this should be common knowledge that the white is controlled and green is uncontrolled. The "checker board" is usually where I find copilots get stumped again and understanding where ATC has jurisdiction and the ability to provide a service to the aircraft. The checker board indicates you are in class B airspace until you pass 12,500 feet in the descent or you are in class G in the climb until 12,500 feet where as a green area with no checker indicated class G that extends up to FL180 (think of the airspace
wedding cake chart thing in the AIM). The questions are usually triggered once descent is initiated to a field in uncontrolled airspace when they hear a clearance that sounds a little like this: " 'Callsign' is cleared out of controlled airspace via the RNAV Runway XX approach XXXXX transition". The 2 most common questions are "Does this mean we have to fly this specific approach?" and, "ATC just assigned an approach in uncontrolled airspace can they do that?" and I answer with the following. "Say the clearance again to yourself slowly and think about what it means". The phrase "cleared out of controlled airspace VIA" is the important bit. You are not cleared for the specific approach, you are just cleared out of controlled airspace VIA that approach meaning your aircraft while in controlled airspace has to track towards the fix you were cleared to in order to initiate the approach. If you were just cleared for the approach and no transition was specified you can just pick any start point of your choice (usually a T fix). The important move to make in this situation is to assess if you will re-enter IFR controlled airspace further down the line toward the aerodrome of intended landing. If you will re-enter (could be an airway or a CAE from a neighboring aerodrome) you cannot deviated from the clearance. If that is not the case, once you are free of IFR controlled airspace you could do whatever you want (shoot another approach to a different runway or shoot a visual). Sometimes the clearance is simplified even more, "No observed traffic between you and the airport and you cleared out of controlled airspace via an approach of your choice". As no procedure or further instruction was given you can do anything you want to land at that aerodrome. Basically no other aircraft are close to you (observed traffic so NORDO or unidentified traffic is still a threat) so do what you want because the controller doesn't care.

3) "Speed Restrictions Canceled" is a term I hear a lot coming into CYEG. Medevac aircraft are often given clearances for "unrestricted visuals" or published IFR approaches with "speed restrictions canceled" but other non medevac aircraft can request this service from arrival too if spacing is not an issue. The issue stems from other captains when they hear this clearance and there is a division among us. Some of them rip inbound on a visual above 200 knots and some us don't. Do we think this clearance allows us to approach the control zone at a speed greater than 200 kts within 10 miles of the CZ below 3,000 feet? The debate is solved with reference to the word "Restriction". Reference to the CAP GEN Page 100 and 101 depicts an "Operational Speed RESTRICTION" where the speed published on the chart is shown. In CARS 602.32 the 200 knots within 10 miles of CZ below 3000 feet is referred to as a "Speed Limitation" and not a restriction (same goes for the 250 kts below 10,000 feet rule). It does state that you can receive an ATC clearance to go faster but the term "Speed limits and restrictions cancelled" would have to be used as they are not the same thing.

4) A personal fail on my part when I was a copilot was understanding BPOC. "Before Proceeding On Course" was a term in its self not difficult to understand; X has to happen prior to Y but my brain failed to realize until I became a captain that not every procedure contains the BPOC abbreviation. Most of us see BPOC in departure procedure and hold procedure (usually in missed approach segments). The example I am about to provide was my light bulb moment departure where it made sense and although it was not dangerous, I did interpret the information incorrectly. The CYXS departure procedure for runway 33 states: "Requires a minimum climb gradient of 320 ft/nm to 4,900". Note the procedure does not state BPOC thus this does not require a climb on runway heading to 4,900 at 320 ft/nm prior to any turns. A turn can still be made at 400 AAE as long as you climb at 320 ft/nm up to 4,900 then a shallowed climb rate of at least 200 ft/nm can be commenced. Obviously now I realize it was a silly misinterpretation but non the less a useful teaching moment.

These are a few examples I can think of where a discussion can we started among ourselves and if you have any little gotcha moments you have encountered with crew members please feel free to share them below! Cheers