Merge branch 'main' of https://github.com/vatpac-technology/pilot-res…

…ources

docs/navigation/ifrnavigation.md

@@ -1,29 +1,73 @@
 ---
-  title: IFR Enroute Navigation
+title: IFR Enroute Navigation
 ---
 
 --8<-- "includes/abbreviations.md"
 
 ## Route Planning
-- Link to Flight Planning section
-- Important to flight plan according to the equipment onboard
-- Requirement for IFR aircraft to be equipped with GNSS
+- [Link to Flight Planning section](#)  
+- **Flight Planning Basics:** When planning an IFR flight, make sure you plan using the equipment onboard and what you as a pilot are capable of using.
+- **GNSS Requirement:** In Australia, aircraft must be equipped with GNSS if flying under IFR. However, you can fly non-GNSS in Australia if your aircraft is equipped with traditional navigation systems like VOR or NDB for training.
+
+## Navigation Tolerances and Track Keeping
+- **Track Keeping:** When flying IFR, it’s essential to stay as close to your planned track as possible. Navigation tolerances are applied to ensure that you remain within a safe corridor, keeping you clear of other aircraft, terrain, and restricted airspaces. If you notice you’re off-track, take immediate action to correct it and notify ATC.
+- **Order of Precision:** When navigating, use the most precise navigation aid available to you unless training. The order of precision is as follows: Localiser (ILS), GNSS, VOR, and then NDB. Always aim to use the best available method available based on location to maintain accuracy.
 
 ## Area Navigation
-- Use of GNSS and other area-based nav systems (INS)
-- Where possible, cross check the next track and distance at station passage of each waypoint
-- 
-## Ground-Based Navaids
-- Cone of confusion
-- Changing sensitivity based on distance from station
-- Range of navaids (replace VOR/DME table, indicate location of NDB ERSA entry)
-
-## Lowest Safe Altitude (LSALT)
-- Requirement to remain above LSALT, unless:
-    - Visual by day
-    - NVIS by night
-    - Pilot calculated lowest safe
-- Types of LSALTs:
-    - Route LSALT (consideration when flight planning)
-    - Grid LSALT
-    - Aerodrome MSA
+- **Using GNSS and INS:** GNSS and other area-based navigation systems like INS help you navigate accurately. Always cross-check the next track and distance as you pass each waypoint to ensure you're on the right path.
+
+## Position Fixing
+**Cross-Checking:** At each waypoint, double-check your next course and distance, especially when passing over a navigation station. This ensures you stay on track and avoid getting lost. You need positive fixes with waypoints.
+- **Positive Fix:** A positive fix is a confirmed position of your aircraft. You can get a positive fix by:
+  - Passing directly (station passage) over a navigation aid like an NDB, VOR, or DME.
+  - Intersecting two or more position lines (like radials from VORs) that cross at a good angle (at least 45°).
+  - Using GNSS
+
+### Station Passage
+Station passage occurs when your aircraft flies directly overhead a navigation aid like a VOR, NDB, or ILS. This indicates you've passed the aid and need to switch to the next leg of your route.  
+- **VOR Station Passage:** The "cone of confusion" is often a good way to know you've experienced station passage, especially with VOR and ILS. As you fly over the station your instruments might fluctuate. VOR station passage occurs when the TO-FROM indicator.
+- **NDB Station Passage:** ADF needle will swing rapidly, showing that you've passed the station.  
+- **GNSS Station Passage:** Your GNSS unit will show that you’ve passed it and will prompt you to navigate to the next waypoint.
+- **DME Station Passage:** When the DME stops decreasing and starts increasing.
+
+## Ground-Based Navaids Limitations
+- **Changing Sensitivity:** As you move farther from a navigation station, the signal sensitivity changes. This means the accuracy of your navigation can decrease with distance, so always be mindful of how far you are from a station. Also as you get closer to the aid, often the sensitivity increases.
+
+## VOR and NDB Ranges
+
+### VOR Ranges
+| Aircraft Altitude (ft) | Approximate Range (nm) |
+|------------------------|------------------------|
+| 1,000                  | 40                     |
+| 5,000                  | 85                     |
+| 10,000                 | 120                    |
+| 20,000                 | 175                    |
+
+### NDB Ranges
+NDB ranges are listed in the ERSA entry for the airport. It provides the range of the NDB and may separate day and night distances.
+
+## LSALT
+The LSALT is the minimum altitude that ensures you are safely above any terrain or obstacles along your route. Always remain above the LSALT unless your departing or landing. If you deviate from your planned track or need to divert, it’s essential to recalculate your LSALT based on the new route. If you request a visual departure, you must ensure the cloud base allows your aircraft to climb in VMC to the LSALT or MSA. You must maintain ATC-assigned tracks/headings and obstacle clearance during the departure.
+
+- **Types of LSALT:**
+    - **Route LSALT:** This is the LSALT calculated from the enroute or terminal area charts for an airway.
+    - **Grid LSALT:** A grid square on the ERC or TAC charts. Often used for planning diversions. More conservative than Route/MSA/Pilot calculated LSALTs.
+    - **Aerodrome MSA:** MSA exists for aerodromes that have an instrument approach and are often depicted on approach plates as circles, typically separated into a 25nm section (which can be further segmented into sectors) and a 10nm section.
+    - **Pilot Calculated LSALT:** Pilot calculated LSALT is where a pilot calculates an LSALT. Often used for departures or approaches from aerodromes without an instrument approach. This requires considering the highest terrain or obstacle in a segment depending on the navigation aid used.
+
+### Lateral Tolerances for LSALT
+"Lateral" in this context refers to the horizontal distance on either side of your planned track that you need to consider to ensure safe clearance from obstacles. This is the area in which you need to consider your highest obstacle and apply the LSALT vertical tolerances to and changes on the navigation aid used.
+
+- **RNP 2 / GNSS (5nm Radius):** The GNSS navigation standard for VATPAC should consider an area within a 5nm radius from your track when calculating LSALT. GNSS LSALT is very confined to reflect its accuracy.
+- **Navigation Using Radio Aids (50nm Cone):** VORs or NDBs have a 50nm cone extending outward from your track. Then add a further 5nm radius around the edges.
+- **VMC Night (10nm Radius):** When navigating at night VFR without the assistance of navigation aids, you need to consider 10nm either side of your track.
+
+### Vertical Tolerances for LSALT
+Using the lateral tolerance from above, find the highest obstacle for that area, then:
+- If the highest obstacle in your area is over 360 feet above the terrain, add 1,000 feet to that obstacle’s height to determine the LSALT.
+- If the highest obstacle is less than 360 feet above the terrain or there are no obstacles, add 1,360 feet to the terrain elevation for your LSALT.
+- If the terrain or obstacle height is less than 500 feet, your LSALT should not be lower than 1,500 feet.
+
+### Night NVIS Operations
+Some flights are authorized to operate below the published LSALT at night or in IMC. In such cases, the pilot in command is responsible for avoiding terrain. This might happen, for example, with NVIS operations. NVIS is a technology that allows pilots to see in low-light conditions, primarily used by military and special operations pilots.
+

docs/radio-telephony/.pages

@@ -0,0 +1,8 @@
+Title: Radio Telephony
+nav:
+    - "Overview": index.md
+    - "General": general.md
+    - "Class Golf operations": ClassGifr.md
+    - "Enroute": enroute.md
+    - "Controlled Aerodromes": controlledaerodromes.md
+    - ...

docs/radio-telephony/ClassGifr.md

@@ -0,0 +1,96 @@
+---
+  title: Class Golf IFR 
+---
+
+--8<-- "includes/abbreviations.md"
+
+## IFR class Golf Taxi calls
+
+### Regular Public transport (airlines)
+
+**Senario**
+
+You are QJE1289 departure from Albury to Sydney (YMAY-YSSY). There is traffic in the local area that you suspect may be a hazzard and intend on making radio calls to. AND Melbourne center is online. If you can tune, Center on com 1, unicom on com 2. Get your flight setup, ready to depart and taxi. As you are about to taxi, you can make your first IFR taxi call to center.
+
+<h3>IFR Taxi</h3>
+
+**QJE1289** on 123.75 `"Center QJE1289 Taxi"`
+
+**Center** on 123.75 `"QJE1289 go ahead"`
+
+**QJE1289** on 123.75 `"QJE1289 B717 IFR taxiing Albury for Sydney rwy 25"`
+
+**Center** on 123.75 `"QJE1289 no reported IFR traffic, squawk 4632, observed VFR traffic operating within 10nm 2000ft unverified"` <Sub>Center may give you an IFR clearance IF there is an expectation you will need to enter CTA prior to a departure call and clearance can be completed.</Sub>
+
+**QJE1289** on 123.75 `"Copy the traffic squawk 4632"`
+
+**QJE1289** on 122.8 `"Albury traffic QJE1289 taxis rwy 25, VFR traffic in area report intentions"`
+
+Taxi to the runway and take-off managing contact with the traffic in the area as required.
+
+
+### IFR traffic non-RPT (general aviation, charter, fly doc, etc)
+
+**Senario**
+
+You are a private IFR (VHYZU) flight departinng cooma for to Shelharbour (YCOM-YSHL) you have 4 people in your aircraft inluding yourself. Melbourne center is online and there is no traffic to your knowledge. Get your aircraft started and ready for taxi. If you can setup 2 radios, have ML center on com 1 and unicom on com 2. When you're ready you can make your IFR taxi call.
+
+<h3>IFR Taxi</h3>
+
+**YZU** on 123.75 `"Center, YZU IFR taxi"`
+
+**Center** on 123.75 `"YZU go ahead"`
+
+**YZU** on 123.75 `"YZU IFR taxi cooma for Shelharbour, rwy 36, 4 POB"`
+
+**Center** on 123.75 `"Roger, squawk 3645, IFR traffic is BRY IFR PC12 estimates cooma 1416"` <Sub>Center may give you an IFR clearance IF there is an expectation you will need to enter CTA prior to a departure call and clearance can be completed.</Sub>
+
+**YZU** on 123.75 `"Squawk 3645, copy the traffic YZU"`
+
+# IFR Departure
+
+
+Now, taxi as you would making relevant calls on unicom to remain traffic aware. Takeoff and your next call to center is your airborn call. DO NOT CLIMB INTO CTA
+
+**YZU** on 123.75 `"Center, YZU departure."`
+
+**Center** on 123.75 `"YZU go ahead"`
+
+**YZU** on 123.75 `"YZU departed cooma xx (time in mins, numbers only) passing [Alt nearest 100ft] on climb [Planned cruise bellow CTA] tracking [heading xxx] for [First point] estimating [First point] xx"`
+
+**Center** on 123.75 `"YZU not yet identified area QNH xxxx no additional traffic"` 
+
+**YZU** on 123.75 `"QNH xxxx, YZU"`
+
+!!! IMPORTANT
+    If your ETA to first point changes by more than 2 mins prior to being idtenfied, update center.
+
+<Sub> If you'll need to climb into CTA, Center will say `"YZU not yet identified, cleared to Shelharbour direct on climb [cruise] area QNH xxxx (if applicable) no reported IFR traffic"`</Sub>
+
+<Sub> YZU on 123.75 `"cleared shelharbour direct, area QNH xxxx climb FLXXX copy traffic"` </Sub>
+
+**Center on 123.75** `"YZU identified verify level"`
+
+**YZU on 123.75** `"Passing [Alt or Level to nearest 100ft] YZU"`
+
+**Center 123.75** `"YZU"`
+
+That's it now you're enroute.
+
+# Route ammendment
+
+Say, for example you want to change from tracking Direct YBUN to track direct to the Bunbury EB (UY2EB) for the RNP Rwy 25.
+
+**YZU on 133.9** `"Melbourne Center YZU Request traffic direct Bunbury Echo Bravo"`
+
+<sub>You're class Golf! you don't need clearance, but center does need to know so they can provide traffic information</sub>
+
+**You on Center/Approach freq** `"[Station] [Callsign] request traffic direct [Waypoint]"`
+
+# Top of Decent 
+
+**You on Center** `"[Station] [Callsign] Request traffic and QNH for decent [Altitude]"`
+
+# enroute Climb/descent
+
+**You on Center** `"[Station] [Callsign] Request Traffic on [climb/descent] [Altitude]"`

docs/radio-telephony/IFRairealwork.md

@@ -0,0 +1,6 @@
+---
+  title: IFR aireal work
+---
+
+--8<-- "includes/abbreviations.md"
+

docs/radio-telephony/VFRFlightfollowing.md

@@ -0,0 +1,5 @@
+---
+  title: VFR Flight Following
+---
+
+--8<-- "includes/abbreviations.md"

docs/radio-telephony/controlledaerodromes.md

@@ -5,25 +5,128 @@
 --8<-- "includes/abbreviations.md"
 
 ## Airways Clearance
-- Standard airways clearance format
-- PDC
+### Standard airways clearance format
+
+!!! TIP
+    If the controller is a Center or approach, it's suggested you specify what airport you are in, especially if you are not at their primary airport.
+
+**IFR**
+
+Request:"[Station (Tower/Ground/Delivery/Approach/Center)] [Callsign] for [Destniation] Request clearance" 
+
+Clearance: `"[Callsign] cleared to [Destniation] via [First point] Flight planed route Runway [Identifier] [Standard instrument departure] departure, climb via the SID [Alt] Squawk [Code] Departures [Freq]"`
+
+Readback: `"Cleared to [Destniation] Via [First point] Flight planed route, Runway [Indentifier] [SID] departure, climb via the sid [ALT] Squawk [Code], Departures [Freq], bay [Bay number] **[Callsign]"`
+
+**VFR**
+
+Request:`"[Station (Tower/Ground/Delivery/Approach/Center)] [Callsign] for [Destniation] Request clearance"`
+
+Clearance:`"[Callsign] cleared [destination] via [First point]/Direct, runway [Identifier] climb/not above [ALT] Departures [Freq]"`
+
+Readback:`"Cleared [Destination] Via [First point]/Direct, Runway [Identifier] Climb/Not above [ALT] Departures [Freq]"`
+
+**Circuits**
+
+Request:`"[Station (Tower/Ground/Delivery/Approach/Center)] [Callsign] [Aircraft type] [Bay] [number] People on board, for circuits"`
+<Sub>Controller may tell you to stand by as they co-ordinate with other controllers on things like altitude, runway and circuit direction</Sub>
+
+Clearance:`"[Callsign] cleared to operate in the circuit area runway [Identifier] [circuit direction of applicable] not above [Alt] squawk [code]"`
+
+### PDC
+
+You may recive a PDC at any time with out requesting it (via direct message), OR you may request a PDC on freq with the following phraseology.
+
+`" [Callsign] for [Destniation] Request PDC"`
+
+!!! NOTE
+    - If you wish to recive a PDC via CPDLC/ACARS check the controller info for a CPDLC/PDC logon code and send a PDC request that way.
+    - CPDLC/PDC logons are 4 letter codes and will look like `CPDLC/PDC YYYY`
+    - Controller info can be found by double clicking the frequency in the frequency list in V/X pilot
+
+After you recived a PDC you are required to read it back on the specified freq. FIRST inform the controller you have a PDC readback so they can be ready to check it.
+
+`"[Station (Tower/Ground/Delivery/Approach/Center)] [Callsign] with PDC readback"`
+
+When the controller says:`"[Callsign] go ahead"`
+
+Readback:`"[SID],Bay [Number], [Squawk]"`
 
 ## Pushback & Taxi
-- Pushback
-- Engine start but no pushback required (during start approvals)
-- Taxi instructions
-    - Hold short
-    - Give way
-    - Runway crossings
+### Pushback
+
+ `"[Callsign] request push"` <Sub> note in normal operations start approval is not explicitly required </Sub>
+
+### Engine start
+
+ **There is only one type of engine start that needs ATC clearance in Australia. This is a Cross-bleed start, only applicable to jets that need to start 1 engine on the bay with ground crew assistance prior to pushback.**
+  ~~`"[Callsign], Bay [Number] request cross-bleed start and push"`~~
+
+### Taxi
+
+Request:`"[Callsign] with information [ATIS info] Ready for taxi [Runway]"`
+
+ A taxi instruction will be laid out as follow, `"[Callsign] Taxi via [routing] to [Taxi limit/end]"`
+ A clearance may advice you to Hold short, give way or cross a runway.
+
+  - Hold short `"Hold short of [taxi way]"`
+  - Hold short of runway `"... Holding point [Point] Runway [Identifier]"`
+  - Give way `"...Give way to [Callsign/company] [Aircraft type]..."`
+  - Runway crossings `"...on [taxi-way] cross [runway]..."` Alternatively `"...Cross [Runway]..."`
+
+  Readback: Readback all instructions as they were issued to you. Pen and paper doesn't hurt.
 
 ## Takeoff & Landing
-- Clearances to takeoff/land from runways and taxiways inside the manoeuvring area
-- Instructions to become airborne/land outside the manoeuvring area
-- Circuits
-    - Follow instructions
-    - Requirement to report downwind with intentions
-- Go arounds
-
-## Traffic Information
-- Advice on nearby aircraft at the aerodrome (e.g. Choppers South crossing the runways at YSBK)
-- Advice on aircraft off aerodrome in the vicinity of approach/departure path (e.g. hospitals north of YSSY)
+### Report Ready
+  on first contact with Tower, or when ready to depart, ensure you report ready for departure. As tower can't issue a take-off clearance untill you do so. There are 2 methods of doing this. 
+
+  You can either report that you will be ready when you reach the holding point with `"[Station] [Callsign] ready upon reaching [Holding point]"`
+
+  Else you can report that you're ready when waiting at the holding point with `"[Station] [Callsign] Ready [Holding point]"`
+
+### Take-off clearance
+ As a general rule, a take-off clearance will only consist of  `"[callsign][runway],clear for take-off"`
+
+How ever, there may be special requirements that need to be followed like `"[Callsign][Runway],Clear for Imidiate take-off/no delay"` Or, `"[Callsign] Assigned heading xxx/[special requirements],[Runway] Clear for take-off"`
+
+With all clearances you are required to read back all special instructions/requirements. HOW EVER, if tower report new winds, winds readback not required.
+
+Take-off readback should look like: `"Cleared for take-off [Sepcial instructions] [Callsign]"`
+
+## Helicopter Operations
+Helicopters have the fun little quirk of being able/having to leave the ground to get around, even away from the runway. There are 2 ways of completing this, either air taxi, or air transit. ATC will decide which is best in the senario, usually prioritising air taxi.
+
+Heli pilots should be ready to either depart from their position or to manuver to a helipad/runway
+
+Request:`"[Station][Callsign] Ready for departure."`
+
+### Air taxi
+
+A-Taxi clearance `"[Callsign] Airtaxi not above [Height] AGL, [Taxi instructions]"` (AGL standing for above ground level)
+
+Readback:`"Cleared air taxi not above [Height], [Taxi instructions],[Callsign]"`
+
+### Air Transit
+
+A-Transit clearance`"[Callsign] Cleared air transit [destniation] not above [Height] AGL"`
+
+Readback:`"Cleared Air transit [Destniation] not above [Height][Callsign]"`
+
+## Circuits
+You will know your circuit direction either from your clearance OR runway config, if there is any chance of missinterpretation tower will advise in take-off clearance. Tower may also specify "report downwind" as a reminder, how ever even if they don't specify this you must report downwind ALWAYS.
+### Take-off clearance
+Normal:`"[Callsign], runway [Identifier], clear for take-off"`
+Specified:`"[Callsign], Make [direction] Circuit, report downwind, runway [identifier] clear for take-off"`
+
+### Downwind report
+<Sub>Reminder, you must always report turning onto or level on downwind with intentions </Sub>
+
+Turn, Touch and Go:`"[Callsign], turning downwind [Runway], touch and go"`
+
+Touch and Go:`"[Callsign] downwind [Runway] touch and go"`
+
+Turn, Full Stop:`"[Callsign] turning downwind [Runway] full stop"`
+
+Full Stop:`"[Callsign] downwind [Runway] Full stop"`
+
+Departure (not previously discussed):`"[Callsign] downwind [Runway] for departue to [Point/Destniation]"`