Below is the current errata list for this textbook. These errata will be corrected in the next edition.
Page 181 Changed minimum fuel required equation to reflect the changed fuel requirements ie: no variable reserve on alternates
Therefore minimum fuel required = [85 +38] x 1.1+ 45 + 30 = 207 minutes
Therefore minimum fuel required = [85 x 1.1] + 38+ 45 + 30 = 207 minutes
Page 183 [31 +18] x 1.1 + 45 + 30 = 127 minutes.
[31 x 1.1] + 18 + 45 + 30 = 127 minutes.
Page 351 Part 8 Operational Met Assesment Test
Question No 1 AIP GEN 3.5 para 3.6.4 is now AIP GEN 3.5 para 3.7.4
Question No 2 AIP GEN 3.5 para 3.6.6 is now AIP GEN 3.5 para 3.7.6
Question No 3 AIP GEN 3.5 para 3.6.4 is now AIP GEN 3.5 para 3.7.4
Question No 4 AIP GEN 3.5 para 3.7 is now AIP GEN 3.5 para 3.7.1
Question No 5 AIP GEN 3.5 para 13 & ENR 1.1 para 184.108.40.206 is now AIP GEN 3.5 para 13 & ENR 1.1 para 11.8.2.
Question No 6 AIP GEN 3.5 para 3.7 is now AIP GEN 3.5 para 3.7.1
Question No 7 AIP GEN 3.5 para 3.6 is now AIP GEN 3.5 para 3.8
Question No 8 AIP GEN 3.5 para 3.4.2 & AIP GEN 3.5 para 17 note 2 (1) is now AIP GEN 3.5 para 17 note 2 (1)
Question No 9 AIP GEN 3.5 para 12.16.2 is now AIP GEN 3.5 para 12.17.2
Question No 10 AIP GEN 3.5 para 12.11 is now AIP GEN 3.5 para 12.16
Question No 11 AIP GEN 3.5 para 3.1 is now AIP GEN 3.5 para 3.3
Question No 12 AIP GEN 3.5 para 3.3.1 is now AIP GEN 3.5 para 3.4.1
Question No 13 AIP GEN 3.5 para 3.3.3 is now AIP GEN 3.5 para 3.4.3
Question No 14 AIP GEN 3.5 para 3.3 & AIP GEN 3.5 para 16 is now AIP GEN 3.5 para 3.4
& AIP GEN 3.5 para3.4.3 Note
Question No 15 AIP GEN 3.5 para 3.4 is now AIP GEN 3.5 para 3.6
Question No 16 AIP GEN 3.5 para 3.4 is now AIP GEN 3.5 para 3.6
Question No 21 AIP GEN 3.5 para 3.4.2 is now AIP GEN 3.5 para 3.6.2
Question No 22 AIP GEN 3.5 para 3.4.3 is now AIP GEN 3.5 para 3.6.3
Question No 15 AIP GEN 3.5 para 3.6 is now AIP GEN 3.5 para 3.6
Question No 23 AIP ENR 1.1 para 220.127.116.11 & AIP GEN 3.5 para 12.1 (c) is now AIP ENR 1.1 para 18.104.22.168
Question No 25 AIP GEN 3.5 para 3.6.5 is now AIP GEN 3.5 para 3.7.5
Revision questions Set 8 Question 9. You break out of cloud at 850ft not 900ft. The actual QNH is available at Hay via mobile phone (not indicated on the top of the approach plate).
Revision Questions Set 9 Question 1. You have the actual QNH and the published visibility is 1.6km. Even though the AIP says use 1.5km if HIAL is not available, in this case, that would be below the published required of 1.6km. The answer is now (b).
Due to yet another change by Air Services to the AIP, references to positive radio fixes etc have changed. Below is the current reference followed by the new reference. Sorry about that but don't blame me!
Page 125 Validity period required for a destination TAF or TTF. AIP ENR 1.10 para 1.2.5 AIP ENR 1.1 para 22.214.171.124 & 126.96.36.199
Validity period required for a destination TAF or TTF. AIP ENR 1.10 para 1.2.5 AIP ENR 1.1 para 188.8.131.52 & 184.108.40.206
Page 129 Apart from the distance limit mentioned above, AIP ENR 1.1para 220.127.116.11[b] (ATC AU-506 5.1.1c)
Apart from the distance limit mentioned above, AIP ENR 1.1para 4.1.1[b] (ATC AU-506 5.1.1c)
Page 134 See the figure below (AIP GEN 3.3 para 4.5).
See the figure below (AIP GEN 3.3 para 4.3).
Page 136 Note that AIP GEN 3.3 para 4.6 (ATC AU-807 3.6.6). says that if an IFR
Note that AIP GEN 3.3 para 4.4 (ATC AU-807 3.6.6). says that if an IFR
Page 142-3 ANSWERS TO REVISION EXERCISE 2.3 AIP ENR 1.1 para 18.104.22.168 is now AIP ENR 1.1 para 22.214.171.124
Page 196-200 REVISION EXERCISE 3.2 Any reference AIP ENR 1.1 para 11.8.... is now AIP ENR 1.1 para 11.7....
Question 29 AIP ENR 1.1 para 11.9.1 (b 1) is now AIP ENR 1.1 para 11.8.1 (b 1)
Page 202-5 ANSWERSTO REVISION EXERCISE 3.2 Any reference AIP ENR 1.1 para 11.8.... is now AIP ENR 1.1 para11.7.
Question 29 AIP ENR 1.1 para 11.9.1 (b 1) is now AIP ENR 1.1 para 11.8.1 (b 1)
Page 208 departure track (AIP ENR 1.1 para 10.2.1.1). is now departure track (AIP ENR 1.1 para 10.1.1).
See AIP ENR 1.1 para 10.2 is now See AIP ENR 1.1 para 10.2.1.6 & 10.2.1.7
Page 212 Details are found in AIP ENR 1.1 para 11.4.8 is now Details are found in AIP ENR 1.1 para 2.6.1
continue with the trip. AIP GEN 3.3 para 4.6 is now continue with the trip. AIP GEN 3.3 para 4.4
Page 146 A is for Aids. AIP ENR 1.1 para 126.96.36.199
A is for Aids. AIP ENR 1.1 para 188.8.131.52
Page 148 at least one approach procedure available. AIP ENR 1.1 para 184.108.40.206 b
at least one approach procedure available. AIP ENR 1.1 para 220.127.116.11 b
carry out an instrument approach procedure. AIP ENR 1.1 para 18.104.22.168 a.
carry out an instrument approach procedure. AIP ENR 1.1 para 22.214.171.124 a.
Page 155 In this case, for all arrivals after 0130. AIP ENR 1.1 para 126.96.36.199
In this case, for all arrivals after 0130. AIP ENR 1.1 para 188.8.131.52
Page 159 crosswind exceeds the maximum for the aircraft type. [AIP ENR 1.1 para 184.108.40.206 d].
crosswind exceeds the maximum for the aircraft type. [AIP ENR 1.1 para 220.127.116.11 d].
Page 160 conditions deteriorating to below the alternate minima. AIP ENR 1.1 para 18.104.22.168 c and 22.214.171.124
conditions deteriorating to below the alternate minima. AIP ENR 1.1 para 126.96.36.199 c and 188.8.131.52
Page 161 after the aircraft has landed. [AIP ENR 1.1 para 184.108.40.206 and para 220.127.116.11]
after the aircraft has landed. [AIP ENR 1.1 para 18.104.22.168 and para 22.214.171.124]
manually switch on the runway lights. [AIP ENR 1.1 para 126.96.36.199]
manually switch on the runway lights. [AIP ENR 1.1 para 188.8.131.52]
Page 162 attendance for your arrival. AIP ENR 1.1 para 184.108.40.206
attendance for your arrival. AIP ENR 1.1 para 220.127.116.11
hold until BOD plus 10 minutes. [AIP ENR 1.1 para 18.104.22.168]
hold until BOD plus 10 minutes. [AIP ENR 1.1 para 22.214.171.124]
AIP ENR 1.1 para 126.96.36.199
AIP ENR 1.1 para 188.8.131.52
Page 172 cessation of conditions below the alternate minima. AIP ENR 1.1 para 184.108.40.206
cessation of conditions below the alternate minima. AIP ENR 1.1 para 220.127.116.11
Page 173 AIP ENR 1.1 para 18.104.22.168 (ATC AU-303 3.2.4) says that when
AIP ENR 1.1 para 22.214.171.124 (ATC AU-303 3.2.4) says that when
Note that AIP ENR 1.1 para 126.96.36.199 says that if you choose
Note that AIP ENR 1.1 para 188.8.131.52 says that if you choose
Page 174 alternate because of thunderstorms, but AIP ENR 1.1 para 184.108.40.206
alternate because of thunderstorms, but AIP ENR 1.1 para 220.127.116.11
Page 175 30 minute buffers to the stated times. AIP ENR 1.1 para 18.104.22.168
30 minute buffers to the stated times. AIP ENR 1.1 para 22.214.171.124
Page 178 10 minutes you will not need an alternate for lighting ENR 1.1 para 126.96.36.199.
10 minutes you will not need an alternate for lighting ENR 1.1 para 188.8.131.52.
Page 183 HF plus 30 minutes holding to satisfy the requirements of AIP ENR 1.1 para 184.108.40.206 b.
HF plus 30 minutes holding to satisfy the requirements of AIP ENR 1.1 para 220.127.116.11 b.
Page 127 AIP ENR 1.1 para 18.104.22.168 (ATC AU-507 5.5) describes the approved methods of obtaining a fix
AIP ENR 1.1 para 22.214.171.124 (ATC AU-507 5.5) describes the approved methods of obtaining a fix
Page 128 30 nm requirement applies only when both the aids used are NDBs. AIP ENR 1.1 para 126.96.36.199b
30 nm requirement applies only when both the aids used are NDBs. AIP ENR 1.1 para 188.8.131.52b
Restrictions placed on IFR routes. AIP ENR 1.1 para 3.3.1 (ATC AU-506 5.1)
Restrictions placed on IFR routes. AIP ENR 1.1 para 4.1.1 (ATC AU-506 5.1)
The simplest example of these limitations, which are described in AIP ENR 1.1 para 3.3.1. (ATC AU-506 5.1.1[c]),
The simplest example of these limitations, which are described in AIP ENR 1.1 para 4.1.1. (ATC AU-506 5.1.1[c]),
Page 129 Time limit between fixes. Apart from the distance limit mentioned above, AIP ENR 1.1para 184.108.40.206 [b]
Time limit between fixes. Apart from the distance limit mentioned above, AIP ENR 1.1para 220.127.116.11 [b]
Page 138 Questions 10 AIP ENR 1.1 para 18.104.22.168 is now AIP ENR 1.1 para 22.214.171.124
Question 11 AIP ENR 1.1 para 126.96.36.199c is now AIP ENR 1.1 para 188.8.131.52c
Question 15 AIP ENR 1.1 para 184.108.40.206 is now AIP ENR 1.1 para 220.127.116.11
Page 142 Answers 10, 11, 15 References is now para 4.1.1 instead of para 3.3.1
Page 215 Reference under Tracking aid table is now ENR 1.1 para 4.1.6. not ENR 1.1 para 3.3.6.
Page 344 Part 7 General Questions
Question 2 AIP ENR 1.1 para 18.104.22.168 is now AIP ENR 1.1 para 22.214.171.124
Question 15 AIP ENR 1.1 para 126.96.36.199 is now AIP ENR 1.1 para 188.8.131.52
Page 79. Answers to VOR Exercise No 44. The VOR image for Question 44 should show 'TO' not 'FROM'.
The following are the updated Jepps references for the IREX Book
Page 134, Change ATC AU-807 3.6.7 to ATC AU-807 3.6.5
Page 135, Change ATC AU-807 3.6.9 to ATC AU-807 3.6.8
Page 145, Change Terminal AU-24 3.18 to Terminal AU-25 4.18
Page 224, Change Terminal AU-22 3.14.3 to Terminal AU-24 4.14.3
Page 239, Change Terminal AU-23 3.14 to Terminal AU-23 4.14
Page 241, Change Terminal AU-24 3.18 to Terminal AU-24 4.18
Page 241, Change Terminal AU-25 3.18.1b to Terminal AU-25 4.18.1b
Page 279, Change Terminal AU-21 310 to Terminal AU-23 4.10 (2 times)
Page 290, Change Terminal AU-27 5.7.3 to Terminal AU-28 6.7.3
Page 292, Change Terminal AU-27 5.7.2 to Terminal AU-28 6.7.2
Page 219 Part 4 Revision Exercise 4 Question 14
"You are departing MELBOURNE VIC (YMML) FROM RWY 27 on the MELBOURNE FOUR DEPARTURE ..."
has been amended to
"You are departing MELBOURNE VIC (YMML) FROM RWY 27 on the MELBOURNE FIVE DEPARTURE ...."
Page 325 Part 6 Revision Questions Set 10 Question No 3 has changed due to the deletion of the DME arrival.
The question now asks:
"You are ﬂying in IMC on W519 from Smithton to Hobart. You are 6nm past Clarke inbound on the 300 radial.
The lowest level to which you may now descend is -"
The answer has been amended to:
"Quite often there is information on the TAC which cannot be found
on the ERC. The lowest safe on the ERC route W710 is 6700 feet,
but the lowest safe after Clark on the TAC is 5700 feet. HOWEVER,
you are also within the 25nm MSA sector on the 300 radial, so you
could descend to 4200 feet! Tricky eh?? "
Page 230. First paragraph under the image, second line of that paragraph. "If the LNAV function fails" should have read "If the VNAV function fails".
Page 233 has been replaced by a new page 233.
Page 206 to page 208. All references that begin with para 7. have now been changed to 10. For example, ENR 1.1 para 7.1.1 is now ENR 1.1 para 10.1.1.
Also the term 'non-towered' is now 'non-controlled'.
Page 290. The last paragraph has been amended and it now reads as follows.
Page 281. Indicated Air Speed restrictions no longer apply until the aircraft enters a holding pattern or commences an instrument approach. Delete reference to IAS restrictions below 10000 feet. ATC, of course, may impose an IAS restriction in any specific circumstance according to traffic.
Page 342 Answers to Set 10 Question 28. The explanation is correct but there was a typo in the answer. It should be (a) not (b).
Page 170 Answers to Mini Test Question No 4. The Grid Lowest Safe for the destination is now 1800ft instead of 1900ft. So the lowest cloud base permitted to allow you to arrive without an alternate is 1800 + 500 = 2300ft. The answer remains the same - you do not need an alternate.
Page 176 Revision Exercise 3. Change the Mallacoota TAF wind to 18017G30.
Since Air Services have made yet another change without notice to the references in the AIP, some of the references in this book will need to be amended. The changes affect mostly Chapter 3 on flight planning and in particular the conditions that impose the requirement for planning an alternate.
For example a reference to AIP ENR 1.1 para 184.108.40.206 now becomes AIP ENR 1.1 para 220.127.116.11. Note that the first 8 becomes 11. Nothing else changes and there is no change to the actual text of the document. Wherever a reference says AIP ENR 1.1 para 8.8 followed by further digits indicating sub paragraphs, the change required is to the first 8. So the reference AIP ENR 1.1 para 8.8 becomes AIP ENR 1.1 para 11.8 followed by the same digits indicating sub paragraphs.
The changes will be included in the next print of the book.
Page 216. Operations in proximity to controlled airspace. The AIP reference is now AIP ENR 1.1 para 4.1.12
Part 6 Revision questions. Set 7 Question No 9. The explained answer to the question gives the tailwind at 10kt. That has been amended to 15kt in keeping with the wording of the question on Page 320.
Part 6 Revision Questions Set 2 Question No 7. The question text has been amended to say that you are flying VH-OZY. You can continue with the arrival procedure with the VOR failed if you track on the NDB. The DAP says that the procedure may be carried out using either the VOR or NDB.
Part 6 Revision Questions Set 3 Question No 4. The final approach fix on this approach is now 6.3nm. Amend the answer to 6.3nm.
Part 6 Revision Questions Set 10 Question No 17. There is no ERC track to Cootamundra on the current ERC. The question has been amended to replace Cootamundra with Parks. That means that the VOR after Griffith would be set to 048.
Part 6 Revision Questions Set 10 Question No 20. A better reference for this question is AIP GEN 3.4 Page 79.
Note: For the purpose of the CASA exam, you may assume that the exam aeroplane, VH-OZY, is approved for RNP 2 operations. See this link. NEW IREX NOTE
Important note concerning the latest AIP (2nd March 2017). AIP References
Page 138 Exercise 2.3 Question 10. The ERC route has been changed to V112 and the reporting point name is now 'ANGAS'. The answer to the question is unchanged.
Exercise 5 Question 10 Answers. Disregard. The NDBs have been decommissioned.
Page 318 Question No 2. WARREN ONE VICTOR is now WARREN TWO VICTOR. No change to the answer.
Page 260. Second last paragraph, second last line. 'have to be turned onto 221M' should be 'have to be turned onto 037°M'.
Departure into IMC (Page 212). There used to be a rule that said if you had only a TSO 129 RNAV(GNSS) and your plan was to return to land in the event of an engine failure in IMC, you could not use the RNAV(GNSS) approach minima for take-off. You had to use the minima for a ground based aid. That requirement has been removed. AIP GEN 1.5 para 2.1 table. The requirement for a ground based aid applies to the alternate if you require one.
Page 219. Question No 17. Blackall MDA for the RWY 06 RNAV(GNSS) approach has changed to 482 feet and 2.7 km visibility with actual QNH from AWIS.
Page 218 Question No 12 .The question has been amended to indicate that you are using runway 03 for take-off. Kalkgurung now has an RVAN(GNSS) approach. The landing minima on runway 03 are 613 feet and 3.4 km visibility.
Page 138. Question 10 Exercise 2.3. This question has been a victim of a recent ammendment to the ERC. Here is a replacement question along with the answer.
Q17, Revision Exercise 4, page 219: the minima for the RNAV/GNSS RWY 06 approach have changed so the answer is now:
"[c] 382 ft AGL cloud base and visibility of 2.2 km"
The May 26 changes to ground based navigation aids have affected some questions and answers in Part 6 of the book. Even though most of the questions are the same, I have created a link to the revised questions and answers to CIR REVISION QUESTIONS Set 9 and Set 10 (Page 322). It's been a busy time trying to keep up with CASA, but the Prime Minister did say we have to be 'agile'.
Page 98 Replacement Questions and answers for Revision Exercise 2.1
Page 198. Question No 18. Change the aircraft equipent to 'two TSO 146a GPS'
Page 328 Question No 28. 'Port Hedland' should be 'Portland (VIC)'. The answer is not affected.
The latest issue of the AIP has changed some paragraph numbers. There is no change at all to the wording but all of AIP ENR 1.1 para 58 (alternate requirements) is now AIP ENR 1.1 para 59. There are several references to that paragraph in the IREX book. Please take note - para 58 is now para 59.
Reference is made to AIP GEN 1.5 para 8.5.5 on Pages 118,311,and 336 of the IREX book. That paragraph has now been deleted from the AIP so you can ignore those references.
Page 194 Exercise 3.1 Question 2. In choice [a], some books may have a waypoint called WMD. That has been changed to MALTA.
Page 9 Question No 1. Southern Cross NDB has been decommissioned and no longer appears in the DAP. The question has been changed to refer to the rated coverage of Kalgoorlie/Bouder NDB.. The daytime rated coverage is 140nm.
Page 87. Exercise 16 Question No 3. Second line of the stem change 'right drift' to 'left drift'. Answer remains the same.
Page 179 Question No 5. Naracoote NDB is no longer available. The question has been changed to refer to Naracoote RNAV RWY 26 approach. The answer is still the same.
Page 300. Question No 24. The correct abbrevation for Moomba is YOOM.
Page 293 sixth paragraph. 2800 has been changed to 2600 in a recent amendment.
Page 271 (or 261) RNAV (GNSS) 2D Approach 5th paragraph. Check that the paragraph says "For a landing on runway 05, the aircraft must be clear of cloud by 520 feet (with the actual QNH set) and a visibility of 3.4 km by the missed approach waypoint [FLIWM]." Also on page 276 (or 266) 3rd paragraph. Check that the paragraph says "To land on runway 17, we must be clear of cloud by 3040 ft AMSL ( 2940 ft if we have the actual QNH from AWIS) and have an in-flight visibility of at least 3.7 km. So, levelling off at MDA, we hope to become visual if not visual already." These changes are due to changes in page numbering and also to changes in the associated approach plates.
Page (129) 2.24 The value 6.66 is obtained by extension of the one-in-60 rule, which is not entirely mathematically valid. If you use the exact trigonometric ratios the figure comes to 6.39. Now that CASA are presenting questions that require a calculated answer to be entered into a computer field, it might be wise to use the more accurate figure.
Page 219 (4.76) Exercise 4 Question 17. The Blackall NDB approach mimima has changed. The correct answer is now [c] 652 feet and 3.7k visibility.
Part 7, General Questions Question No 24. The answer should be [c] not [d]. That was a typo.
Revision Exercises Set 10 Question 4. The track from Clarke to Hobart is 120°M. There is now a DME/GPS arrival into Hobart for a sector that includes that track. The minimum altitude for the DME arrival after Clarke is 5000 feeet. That makes the answer [d] 5000 feet.
Page 323 Answer to Question 9 Set 2. The correct answer is [a]. The explanation has been changed to:
"If your intention is to return in the event of an engine failure, you cannot depart unless the conditions of cloud base and visibility will allow you to become visual off one of the instrument approach procedures.
The runway in use is RWY19. The ILS minuma for OZY would be 270 feet and 1.2 km because you have no PEC or coupled autopilot or flight director. However, because OZY is not a qualifying aircraft [see AIP ENR 1.5 para 4.3.1], the take-off minima can never be lower than 300ft and 2.0km. You could however return to fly the ILS approach and expect to become visual at the take-off minima of 300ft and 2.0km."
Page 208. Avoiding Controlled Airspace. The distances that were specified in the old AIP have been dropped. The AIP [March 5th 2015] says that you must not actually enter CTA unless you have a clearance and, if your route takes you close to the boundary of CTA, you should either get a clearance or stay well clear of the boundary.
Page 133 Answer to Question No 5 should be [b]. The text at the end in barackets at the end should read [end of January the following year].
Page 3.25 old book Page 160 new book. Question No 8. The question gives an arrival time at Julia Creek of 0414. Change that to 0214.
Page 5.72 old book Page 291 new book: Question No 32. The MDA has been changed to 1120 feet. Since you have the actual QNH, the correct answer is now 1020 feet. Looks like some one has built another highrise...
This is not really an errata, but just a reminder that the CASA syllabus does require you to have a knowledge of both General Met and Operational Met. If you feel that you are a bit 'rusty' on Met, make sure you go back to your PPL or CPL books an revise things like airframe ice, mountain waves and thunderstorms. The book does contain a revision test on Operational Met.
Page 2.4: Updated the information on equipment required for RPT/CHTR/AWK > 5700kg to reflect current regulations.
Page 3.25: Mini-test Question 8 - change the FM in the TTF to read "FM012300"
Page 3.52. Question No 10. Change the question stem to read-
"If you descended to cruise at 8000ft, the frequency and station you would call for your airways clearance would be-"
Over recent years Australia has been in the process of changing approach charts from the old criteria to the new ICAO criteria. That process has now been completed and all charts are now designed to the new criteria. At numerous places throughout the book, reference is made to 'old criteria charts' and 'new criteria charts'. There is no longer any need to distinguish between these charts. Please ignore references to new and old criteria charts.
Page 6.3. Set 2 Question No 8. The Barrow Island NDB has been decommisioned. The approach is now the RWY 03 RVAV-Z approach. The rest of the question text is unchanged.
Page 6.7 Set 4 Question No 5. Delete reference to DME not being available and answer the question on the assumption that DME is available.
Page 6.12 Set 7 Question No 6. Change 1600 to 1650 in the question stem.
Page 7.7. Delete questions 53 and 54. The AIP has been amended and those questions are not valid.
Page 6.10 Revision Questions Set 6 Question 3. Reference ENR 1.5 para 1.20.2 Note is now ENR 1.5 para 1.21.2 Note. Likewise on Page 6.26 in the answers to Revision Questions.
This errata affects only those students who are using Jeppensen documents. The Jeppesen references in the IREX book have been extensively updated in the current issue of the IREX book. There are lots of them, but in most cases there has been only minor changes to page numbers or paragraph numbers. However is some cases a completely new reference has been added. You can download the complete list from here.
Page 7.1 General Questions No 5 Victoria River Downs NDB has been decommissioned so the approach no longer exists. The question has been changed to refer to the Murray Field WA RNAV GNSS approach holding pattern. The same answer appies.
Page 6.12 Revision Test 7 Question No 7. Due to an amendment to the approach plate, answer [b] has been changed to 5100 feet. Some older books may have 5900 feet.
Page 6.15 Set 9 Question No 3. Page 6.15 Set 9 Question No 3. The Oakey LOC approach now has a shaded box for the approach minima. Therefore you can subtract 100 feet from the published minimum altitude providing you have the actual QNH. The original question was written when the box was not shaded.
Page 6.7 Set 4 Question 5 The chart has changed. Change answer (b) to 2600 feet.
Pages 2.14, 2.15 and 3.34. The word 'fight' appears instead of 'flight' on each of these pages. It wasn't intended to be a joke - but I bet it got a few laughs!
Page 4.14. The SID is now called Strathbogie Six.
Page 5.41 Last paragraph on the page add 'Assuming you do have DME.'
Page 6.18. Add 'Overhead Griffith'.
Page 6.30. The LOC visibility is now 2.0 km so the answer is 2.0 + .9 = 2.9 km.
Page 6.31. Question 8 answer. The flight has been changed to a PVT flight so no variable reserve is required. Answer = 121 mimutes.
Page 3.62. Question No 27. Change the answer to (d). The latest ERSA says that general aviation aircraft arriving at Sydney should carry 30 minutes traffic holding fuel. It used to be 20 minutes. See ERSA Sydney Kingsford Smith - Remarks.
Page 7.8. Change answer 34 to [b].
There is no longer an ERC route W631 in the exercise at the bottom of the page 3.4 so the question has been changed from "Cunderin to Cue via W631" to "Meekatharra to Cue via W890". The answer has also been updated on page 3.58 - 3700ft and 8km.
All references to RASH (Rain Showers) have been changed to read SHRA. This reflects the latest decode for "showers of rain" in the AIP.
E-Text page 334/Text book page 6.2 Question No 6
Guess what! Brisbane 19 LOC has just been changed back to 1.3. Would you believe it!
20.07.2012 E-Text page 334 /Textbook page 6.2 Question No 6
The Brisbane 19 LOC visibility minimum is now 2.2km instead of 1.3km.
E-Text page 335/Textbook page 6.3 Question No 7 & 8
Question No 7. Taree 10nm MSA is now 4100ft. Change answer [e] to 4100ft.
Question No 8. Change the visibility in the stem of the question from 3km to 4km.
E-text page 339/Textbook page 6.7 Question No 5
LOC MDA has been changed to 2650ft. Since the actual QNH is available, descent to 2550ft is available. Change answer [b] to 2550ft.
E-text page 347/Textbook page 6.15 Question No 3
The Oakey LOC approach MDA is published as 1990ft and the box is not shaded. You cannot take 100ft off the published MDA. You could descend to 1990ft.
E-Text page 349/Textbook page 6.16 Question No 8
It's a PVT flight, so you don't need the variable reserve. Change answer [a] to 121 minutes.
E-text page 353/Textbook page 6.21 Question 6 answer.
Change 1.3 to 2.2
E-text page 354/Textbook page 6.22 Question No 7 answer.
Change 4500ft to 4100ft.
E-Text page 357/Textbook page 6.25 Question No 5 answer.
Change 2470ft to 2550ft.
E-Text page 362/Textbook page 6.30. Question 3 & 4 answers
The MDA box is not shaded, so you cannot subtract 100ft. Change 1890ft to 1990ft in both answers.
E-Text page 363/Textbook page 6.31 Answer to Question No 8
It's a PVT flight, so you don't need the variable reserve. Change answer [a] to 121 minutes.
E-Text page 344 & 360 / Textbook page 6.12 & 6.28:
Question 7 in CIR Review Questions Set 7 has been updated to reflect the latest DAP charts for Inverell.
E-Text page 194 / Textbook page 3.28:
Mini-test answer for question 5 has been corrected to reflect recent changes to Gladstone's alternate minima. An alternate is no longer required under the conditions described.
Page 2.18: Revision Exercise - Set 2.2, Question 10
The change was in choice [d]. The answer is [b] but the original choice [d] said "another instrument approach is available at the destination aerodrome." That was also a correct answer which made two correct answers. Choice [d] now says "you carry a back up RNAV GNSS receiver with you", which makes it an incorrect answer.
Page 4.8: The second paragraph (immediately under the diagram) should read:
"There is no reason why you should not use the GPS approach if you have to return to Kempsey, but you would have to have a GPS with a TSO of 145a or 146a because you cannot plan to use a TSO 129 unless an alternative approach is available. Although the left-hand box is shaded, you cannot take 100 feet off the landing minima unless you have obtained the actual QNH from an approved source. An approved source is defined in AIP ENR 1.5 para 5.3.2 (Terminal AU-26 5.3.2). It does not include the pilot setting the elevation before take-off."
Page 6.4 and 6.23: Set 2, Q9 has been changed. The answer is now [a], 300 feet and 2 km. Unless you are a 'qualifying aicraft, [AIP 1.5 para 4.3.1], you can not use take-off minima less than 300ft and 2km. In this case, if you satisfied yourself that the conditions at take-off were 300 feet and 2 km, you could return to land and do an ILS approach and expect to become visual at 300 feet with 2 km visibility.