13 Ifr

QUICK REFERENCE HANDBOOK
IFR PROCEDURES
VERSION 1.1, JUNE 2008

Error! Use the Home tab to
apply Ttulo 1 to the text that
QRH IFR you want to appear here.
PROCEDURES JUNE 2008

PAG.:1-1
REV.: 1.1

PAG.:1-2
REV.: 1.1
INDEX
INDEX
2 CRUISE SPEEDS 2-1

3 BASIC IFR MANOEUVRES 3-1
4 FLIGHT FIGURES 4-1
5 TRACK INTERCEPTIONS 5-1
6 TIME AND DISTANCE TO THE STATION 6-1
7 POINT TO POINT NAVIGATION 7-1
8 DME ARCS 8-1
9 HOLDINGS 9-1
10 INSTRUMENT DEPARTURES (SID) 10-1
11. EN-ROUTE CHART 11-1
12. INSTRUMENT ARRIVALS (STAR) 12-1
13. APPROACHES 13-1
14. GESTAIR FLYING ACADEMY IFR PROCEDURES 14-1

PAG.:1-3
REV.: 1.1

PAG.:1-4
REV.: 1.1
CRUISE SPEEPS
2. CRUISE SPEEDS
LOW CRUISE MEDIUM HIGH CRUISE

CRUISE
C172 NAV III 80 KTS 90 KTS 100 KTS
BE76 100 KTS 120 KTS 140 KTS
PA34 100 KTS 120 KTS 140 KTS
DA42 100 KTS 120 KTS 140 KTS

PAG.:2-1
REV.: 1.1
BASIC IFR PROCEDURES
3. BASIC IFR MANOEUVRES
3.1 VERTICAL Ss
Altitude changes : 400, 300 and S0 : Constant heading, NO TURNS

200 ft S1 : Change AT BOTTOM
At medium cruise speed and S2 : Change AT TOP
500 ft/min S3 : Change AT TOP AND BOTTOM
Anticipation : 20 / 40 ft approx. S4 : Constant turn, NO CHANGES
In case of turns : 3/sec turn
3.2 TIMED TURNS
Every 15 seconds we should have turned 45

No less than 10 and no more than 30 angle of bank
Remember initial delay of approx. 7 when checking the turn
3.3 TIMED CLIMBS / DESCENTS
Every 15 seconds we should have climbed/descended 125 ft

At medium cruise speed and 500 ft/min

PAG.:2-2
REV.: 1.1
3.4 SPIRALS
Timed turn of 360 and climb/descent of 1000 ft => 2 min

Every 15 seconds : 45 and 125 ft
At medium cruise speed and 500 ft/min
Vertical speed has priority over airspeed

PAG.:3-1
REV.: 1.1
FLIGHT FIGURES
4. FLIGHT FIGURES
4.1 FIGURE A
The changes in cruise speed are made gradually from the point at
which they are indicated
All the straight legs are of 2 minutes
The turns, climbs and descents are timed

PAG.:3-2
REV.: 1.1
4.2 FIGURE B
The whole manoeuvre is timed

The turns are rate 1 turns (3/ second)

PAG.:3-3
REV.: 1.1
4.3 FIGURE C
Time is taken with wings level

The turns are at 20 angle of bank
There is only a descent of 500 , so we only climb 500 in the go-
around

PAG.:3-4
REV.: 1.1

PAG.:4-1
REV.: 1.1
TCK INTERCEPTIONS
5. TRACK INTERCEPTIONS
We are established on a track or radial with :

Less than HALF SCALE DEFLECTION (VOR, ILS)
Within 5 of the track or radial (NDB)
5.1 TECHNIQUE A
To proceed INBOUND, we always want to know the TRACK

(head/TO)
To proceed OUTBOUND, we always want to know the RADIAL
(tail/FROM)
DIRECT INBOUND
(Less than 60 between actual and desired TRACK) :
Rule : DESIRED - HEAD - 30 (D-H-30)
(Between 60 and 90 between actual and desired TRACK) :

Rule : DESIRED - HEAD - X (D-H-X)
X corresponds to an angle to complete the 90
between the desired track and the interception
heading (maximum interception angle 90)
(15 or less between actual and desired TRACK):

Rule : DOUBLE THE P + WIND CORRECTION
DIRECT OUTBOUND
(Less than 90 between actual and desired RADIAL):
Rule : TAIL - DESIRED - 45 (T-D-45)
(Less than 20 between actual and desired RADIAL):

Rule : P + WIND CORRECTION
PASSED INBOUND
(More than 90 between actual and desired TRACK):
HEADING OF DESIRED RADIAL (RECIPROCAL OF TRACK)
At ABEAM take TIME (1 minute)
After 1 minute, intercept with 90 towards the station
PASSED OUTBOUND
(More than 90 between actual and desired RADIAL):

PAG.:4-2
REV.: 1.1
HEADING OF DESIRED RADIAL

At ABEAM, intercept with 45 towards the station

PAG.:4-3
REV.: 1.1

PAG.:4-4
REV.: 1.1

PAG.:4-5
REV.: 1.1
5.2 TECHNIQUE B
Interception technique based on angular difference between desired

and actual track (inbound or outbound), and a fixed interception
angle for each sector.
INBOUND INTERCEPTIONS
SECTOR 1 : Angular difference 0 - 30

Intercept with 45

Intercept with 90 until reaching sector 1

Opposite heading of desired track (flying parallel) for 2 minutes,
then check whether the aircraft is in sector 1 or 2 and proceed with
the appropriate interception procedure
SECTOR 4 : Angular difference > 90

Opposite heading of desired track (flying parallel) until the abeam of
the station, take time and continue for 3 minutes. At that point
check whether the aircraft is in sector 1 or 2 and proceed with the
appropriate interception procedure
OUTBOUND INTERCEPTIONS
SECTOR 1 : Angular difference < 90

Intercept with 45
SECTOR 2 : Angular difference > 90

Opposite heading of desired track (flying parallel) until reaching the
abeam of the station. Then proceed as in sector 1 outbound,
intercept with 45.

PAG.:5-1
REV.: 1.1
TIME AND DISTANCE TO THE STATION
6. TIME AND DISTANCE TO THE STATION
DETERMINATION OF TIME AND DISTANCE TO A STATION :
Set a heading at 90 with your actual radial

Cut 10 radials and take time to see how much time it takes
TIME (in seconds) / 10 = TIME TO STATION(in minutes)
DISTANCE TO STATION = TAS x TIME TO STATION / 60
6.1 POINT TO POINT NAVIGATION
We will place the largest distance on the outer scale of the

instrument at its corresponding radial
Look at the position (radial) and distance of the other point
Draw an (imaginary) line between the two points
Move the line to the aircraft figure in the centre of the instrument.
Make sure the line is in the same direction (moving from point A to
point B in correct sense)
Read the heading given by the line to proceed direct between the
points
Allowance : The pilot should reach the point with an accuracy of +/-
1 NM or +/- 10 radials of the specified point.

PAG.:5-2
REV.: 1.1

PAG.:6-1
REV.: 1.1
DME ARCS
7. DME ARCS
Anticipation (distance) for entry : 0,5 % of the GROUND SPEED

First heading to enter in the arc :
o 90 with first radial to intercept, OR
o 100 from radial we are flying before entering into the arc
o In case of arc with increasing radials : first turn clockwise
and in case of arc with decreasing radials : first turn anti-
clockwise
Anticipation (radials) to leave the arc : 3 x GS / 10 X DME
distance
Allowance : the pilot should be able to fly the arc within +/- 0,5 NM
of the specified DME distance.

PAG.:6-2
REV.: 1.1


PAG.:7-1
REV.: 1.1
HOLDINGS
8. HOLDINGS
8.1 HOLDINGS OVER A STATION VOR / NDB (TIMED HOLDING)
STANDARD HOLDING : Turns to the right

NON-STANDARD HOLDING : Turns to the left
We turn at 3/sec, maximum bank angle : 25.
Three entry sectors :
o SECTOR 1 : FALSE or PARALLEL ENTRY (110)
o SECTOR 2 : TEARDROP or OFFSET ENTRY (70)
o SECTOR 3 : DIRECT ENTRY (180)
Remember a holding can be on a VOR-DME fix as well (see 8.2)
ENTRY PROCEDURES
SECTOR 1 : Over the station, turn the aircraft to the outbound

heading. With wings level, take time and continue for 1 minute.
After 1 minute, turn towards the side of the holding (turn in
opposite sense to normal direction of turns in the holding : f.e. a
turn to the left for a standard holding) to intercept the inbound
track. When reaching the station, continue with normal holding
procedures and turns.
SECTOR 2 : Over the station, turn the aircraft to a heading to

maintain a track at an angle of 30 with the reciprocal of the
inbound track for 1 minute (f.e. inbound track is 270, radial for

PAG.:7-2
REV.: 1.1
Sector 2 entry to be maintained is 060). If the turn over the station

is more than 30 (heading difference), take time with wings level. If
the turn is less than 30 (heading difference), take time over the
station. After completing the 1 minute, turn to inbound leg with
normal direction of turns of the holding. When reaching the station,
continue with normal holding procedures and turns.
SECTOR 3 : Over the station, turn the aircraft in correct sense to

follow the holding pattern.
SECTOR 3 (SPECIAL CASE) : If the aircraft proceeds to the station

within Sector 3, but is close to the limit with Sector 2, turning
directly over the station may result in a very messy holding pattern.
In this case, it is recommended to fly a heading perpendicular to the
inbound track upon reaching the station (f.e. inbound track 270, fly
radial 360) during 19 seconds, taking time with wings level. After
these 19 seconds, turn to the outbound heading, maintain for 42
seconds and turn to the inbound track.
DETERMINING THE ENTRY
Fly DIRECT to the station (follow the HEAD)

Turns to the right, teardrop to the right
Turns to the left, teardrop to the left
TEARDROP sector 70 to the left or right of the head, 110 to the
other side of the head is FALSE or PARALLEL sector and remaining
180 are DIRECT sector
Check in which sector the OUTBOUND of the holding is
Within a margin of 5 to each side of the limits between two sectors,
the pilot may choose the entry procedure at his/her own discretion.
Order of preference : Sector 2 Sector 3 Sector 1.
TIMING IN HOLDING
INBOUND should always be 1 minute (at or below 14.000 ft, 1,5

minute above 14.000 ft). OUTBOUND will be used to apply
corrections so that inbound will be 1 minute. If no correction is
needed, outbound will also be 1 minute.
The pass over the station is when the FROM flag / indication appears
The DME can not be used as a reference, keep in mind that it will
indicate a distance of 1 NM to the station at 6000 feet AGL passing
over the station.

PAG.:7-3
REV.: 1.1
On OUTBOUND we take time when :

o Wings level, OR
o Abeam the station ; whichever occurs later
On INBOUND we take time when :
o Wings level established on inbound track, OR
o Wings level on heading to intercept inbound track
If we do not intercept the inbound within 30 seconds, we proceed
direct to the station. Max. interception angle 30.
WIND CORRECTIONS
ALL corrections are applied to the OUTBOUND LEG.

Correction for time :
o Scrooges rule :
2 x the lack (seconds lacking for 1 minute inbound),
added to the last outbound time
0,5 x the excess (seconds exceeding 1 minute
inbound), subtracted from the last outbound time
Correction for heading :
o 3 x wind correction angle we needed in inbound, but in
opposite sense
(f.e. 10 to the left on inbound = 30 to the right on outbound)
CHECKS DURING THE TURN TO INBOUND
Rules to the progression in the turn to inbound.
Holding over NDB station :

When reaching a heading at 60 with the inbound track, the RMI /
RBI should indicate a P of 60 as well
When reaching a heading at 30 with the inbound track, the RMI /
RBI should indicate a P of 30 as well
Holding over a VOR station :

When reaching a heading at 90 with the inbound track, the CDI
should be alive
When reaching a heading at 45 with the inbound track, the CDI
should read a half-scale deflection
If inside holding (indication ahead of expected), stop turn 30

before reaching inbound track to intercept.

PAG.:7-4
REV.: 1.1
If outside holding (indication behind expected), continue turn 30

passed inbound track to intercept.
8.2 HOLDING OVER A FIX (VOR-DME HOLDING)
STANDARD HOLDING : Turns to the right

NON-STANDARD HOLDING : Turns to the left
We turn at 3/sec, maximum bank angle : 25.
Different entry procedures, depending on the method of arrival at
the fix.
Inbound and outbound legs limited by DME distance.
ENTRY PROCEDURES
METHOD 1 : ARRIVAL ON VOR RADIAL FOR INBOUND LEG, WITH

SAME HEADING AS INBOUND TRACK.
When arriving at the fix, the aircraft is already established on the
radial of the inbound track so when reaching the fix on the inbound
leg, turn to follow the holding pattern.
METHOD 2 : ARRIVAL ON VOR RADIAL FOR INBOUND LEG, WITH

OPPOSITE HEADING TO INBOUND TRACK.
When arriving at the fix, we follow an entry procedure similar to the
Sector 2 entry ; turn onto a track at an angle of 30 with the radial
of the inbound leg, until reaching the limiting DME distance of the
outbound leg. When reaching this DME distance, turn according to
the holding pattern to the inbound leg.
In case of a VOR-DME holding away from the station with a limiting
radial, if the aircraft reaches the limiting radial before reaching the
limiting outbound DME distance, it should turn and follow the
limiting radial until reaching the limiting outbound DME distance at
which point a turn should be initiated onto the inbound leg.
METHOD 3 : ARRIVAL ON DME ARC DEFINING THE HOLDING FIX

FROM THE NON-HOLDING SIDE.

PAG.:7-5
REV.: 1.1
When arriving at the fix, the aircraft should follow an entry

procedure very similar to a Sector 1 entry to the inside of the
holding pattern (instead of outside the holding as normal Sector 1
entries). The aircraft turns onto a track parallel to the outbound
track (heading outbound leg) until reaching the limiting outbound
DME distance at which point is should turn in the direction of the
normal sense of turns in the holding to intercept the inbound track.
METHOD 4 : ARRIVAL ON DME ARC DEFINING THE HOLDING FIX

FROM THE HOLDING SIDE.
This type of arrival should not be designed by the authorities
whenever it can be avoided, especially in case of a VOR-DME holding
away from the station. If an appropriate DME distance is chosen for
the DME arc, this type of arrival can be replaced by one in which the
DME arc ends in the extension of the inbound track, allowing for a
Method 1 entry.
Should space problems make this option impossible, the following

options have been established for such cases :
o When arriving at the fix, the aircraft flies an entry procedure
as the Sector 1 entry. The aircraft turns to a track parallel to
the inbound track flying the outbound heading until reaching
the limiting DME distance at which point it turns to intercept
the inbound track.
o If the entry point is the fix at the end of the outbound leg, the
arrival is done by flying along the VOR radial passing through
the outbound fix. When arriving at this fix, the aircraft should
be turned onto the inbound track and follow the holding
pattern.

PAG.:7-6
REV.: 1.1
o

PAG.:8-1
REV.: 1.1
INSTRUMENT DEPARTUDES (SID)
9. INSTRUMENT DEPARTURES (SID)
Standard Instrumental Departures (SIDs) are designed to simplify the

departure procedures, reduce the traffic congestion, ensure obstacle
clearance margins and generate a controlled departure flow of traffic from
the aerodrome. The SID is the transition between the aerodrome and the
airway (en-route segment of the flight).
For this reason, it is common to find this type of charts only for large
airports with a considerable amount of traffic or with a particularly
complicated surrounding terrain.
Apart from the normal SIDs, some Operators provide SIDs for the case of
an engine failure.
DESCRIPTION OF A SID CHART
The Jeppesen SID charts have the following standard format :
1. Name of the airport for which the SID is designed

2. Chart number, date of publication and/or date of effectiveness
3. Transition level and Transition altitude
4. The different departures in this chart, the runway for which they
are to be used, or even sectors for departure directions in which
they should be used
5. Horizontal view with the different departure trajectories, their
names, information on radio aids, speed and altitude restrictions
etc.
6. Table with minimum climb gradient limitations either in general,
or for specific departure procedures. The gradients are provided
in feet per nautical mile and must be converted to feet per
minute. These gradients are based on the obstacles in the area
around the aerodrome.
7. Tracks and procedures for the different SIDs in the chart with
their corresponding altitude limitations.
In some cases, a common initial departure procedure is provided for

all SIDs in the chart, after which each SID continues with a specific
trajectory.

PAG.:8-2
REV.: 1.1

PAG.:8-3
REV.: 1.1
SID BRIEFING (EXAMPLE : MAGAL 2D)
I. We will fly the departure from the aerodrome of Alicante, chart

10-3A, published on the 3rd of June 2005 and effective from
the 9th of June (cross-check chart nr and version between
crew members)
II. Our departure will be MAGAL 2D, flying runway heading after
take-off until reaching 9,5 DME of the ALT VOR, where we
must be at or above a minimum altitude of 3100. We then
turn left to intercept radial 247 inbound to the ALT VOR until
reaching 6,3 DME. The maximum speed during the turn is 220
knots IAS. When reaching 6,3 DME inbound to ALT VOR, we
turn to the right to heading 091 until intercepting radial 127
outbound from ALT VOR. Radial 144 is provided as a guidance
to start the turn, however due to our relatively low airspeed
we will wait until the radial is alive before starting the turn to
the right to intercept radial 127 outbound. The SID finished at
MAGAL, which is defined by radial 127, 19,9 DME from ALT
VOR. We must cross MAGAL at or above FL110.
III. I will select ALT VOR in both NAV1 and NAV2, 113.8 and
positively identifying the stations. In the HSI associated to
NAV1 I will select radial 247 inbound, selecting radial 127
outbound in the OBS/CDI associated to NAV2.*
IV. We have a minimum required climb gradient of 5,5% until
leaving FL070.
V. Finally, our transition altitude will be 6000 AMSL.
* : the set-up of the instruments will depend on the equipment and

instruments available in the aircraft.

PAG.:8-4
REV.: 1.1

PAG.:9-1
REV.: 1.1
EN ROUTE CHART
10. EN-ROUTE CHART
Airways have been designed to achieve an organized and controlled flow

of traffic. There are several en-route airway charts, the example used in
this handbook is the Jeppesen Low-Level En-Route chart.

PAG.:9-2
REV.: 1.1

PAG.:9-3
REV.: 1.1
DESCRIPTION OF AN EN-ROUTE CHART
The Jeppesen en-route charts have the following standard format :
1. Grid MORA (Minimum Off-Route Altitude in the grid)

2. Aerodromes with their elevation (and ATIS frequency if available)
3. Radio aids with their identification, frequency etc.
4. Airway, with its identifier, MEA (Minimum En-route Altitude),
direction (some airways are only available in one direction,
indicated with an arrow shaped black box around the identifier),
and distance. Two distances are indicated : In a white box the
total distance between two radio aids along the airway, and a
number without any box around it indicates the distance between
two points, fixes or radio aids along the airway.
Example : Airway A43, indicated with number 4 in the chart,

shown between the VORs of Zamora and Navas del Rey. The
Minimum En-route Altitude is Flight Level 110.The E> indicates
that although normally in this direction Odd levels should be
flown, for this airway Even levels must be chosen. The total
distance between the two VORs is 94 nautical mile, with a
distance of 73 NM between the VOR of Zamora and the fix of
Avila.
Airways W97, W98, B42 and R10 for example are only available
in one direction
5. Air traffic control sectors and their corresponding frequencies

6. Fixes (black : mandatory reporting point, white : reporting point)

PAG.:10-1
REV.: 1.1
INSTRUMENT ARRIVALS (STAR)
11. INSTRUMENT ARRIVALS (STAR)
Standard Instrumental Arrivals (STARs) are designed to simplify the

arrival procedures, ensure obstacle clearance margins and generate a
controlled departure flow of traffic from the aerodrome. The STAR is the
transition between the airway (en-route segment of the flight) and the
approach to the aerodrome. There can be three different types of arrivals
: STARs that end at the IAF of an approach, aerodromes without a STAR
in which the arrival procedure consists of reaching the IAF from the airway
directly, and radar vector arrivals to the IAF or possibly to change to VFR
and complete the approach in visual.
For this reason, it is common to find this type of charts only for large
airports with a considerable amount of traffic or with a particularly
complicated surrounding terrain.
DESCRIPTION OF A STAR CHART
The Jeppesen STAR charts have the following standard format :
1. Name of the aerodrome for which the STAR is designed

3. Aerodrome elevation
4. Transition level and Transition altitude
5. Minimum Safety Altitude (MSA) and the radio aid around which
the MSA (and its sectors) has been designed
6. The different arrivals in this chart, the runway for which they are
to be used, or even sectors for arrival directions in which they
should be used
7. Horizontal view with the different arrival trajectories, their
names, information on radio aids, speed and altitude restrictions,
etc. The holdings at the entry points are also drawn in the
horizontal view. If space does not permit, they may be drawn in
boxes elsewhere in the STAR chart.
Each STAR is named after the point at which it begins, and ends at a
station or fix which is the Initial Approach Fix (IAF) for the approach
into the destination aerodrome.

PAG.:10-2
REV.: 1.1

PAG.:10-3
REV.: 1.1
STAR BRIEFING (EXAMPLE : ROLES 1E)
I. We will fly the arrival to the aerodrome of Santander, chart

10-2A, published on and effective from the 9th of December
2005 (cross-check chart nr and version between crew
members)
II. Our Minimum Safety Altitude will be 7700 feet, based on the
SNR VOR.
III. Our arrival will be ROLES 1E, flying inbound on radial 136 to
SNR VOR after passing ROLES, which is defined by radial 136
and 30,7 DME from SNR VOR. We then turn right to intercept
the 24 DME arc from SNR VOR (decreasing radials) with a
minimum altitude of 6000 feet. After passing radial 125 SNR
we can continue the descent to 5000 feet. We will leave the 24
DME arc to intercept inbound radial 113 SNR until reaching
AMPUR, which is the IAF for the ILS Runway 29 we expect to
complete.
IV. I will select SNR VOR in both NAV1 and NAV2, 115.3 and
positively identifying the stations. I will use the HSI associated
to NAV1 for the DME arc, initially selecting radial 136 inbound,
selecting radial 125 in the OBS/CDI associated to NAV2 to
check the point at which we can continue our descent.
Afterwards I will change the radial selected in the OBS/CDI to
radial 113 inbound (track 293)*
V. Finally, our transition altitude will be 6000 AMSL.
* : the set-up of the instruments will depend on the equipment and

instruments available in the aircraft.

PAG.:10-4
REV.: 1.1

PAG.:11-1
REV.: 1.1
APPROACHES
12. APPROACHES
Before looking at the approach charts, we revise a few basic concepts of

approaches.
Two main types of instrument approaches : Precision approaches and

Non-precision approaches. Precision approaches (ILS; MLS) have
indications in both the horizontal and vertical planes (altitude / descent
guidance), the non-precision approaches (NDB; VOR; LOC) only provide
information in the horizontal plane. Almost all approaches require visual
references at the end for the touch down. Some airports however have
instrument approaches that continue to a visual approach in the last
segment, sometimes with prescribed tracks.
Normally, a holding is provided at the IAF to allow for traffic separation if

required. This holding pattern may coincide with the racetrack pattern,
being the difference between them that the racetrack procedure is part of
the approach (printed in thick black lines in the Jeppesen charts) and the
holding is not. The time to be flown outbound in the racetrack procedure
is normally provided next to the vertical profile in the approach chart. The
limiting distance for a racetrack with DME limits can be found in both the
horizontal and the vertical view of the approach.
The instrument approach procedure consists of five phases : arrival,

initial, intermediate, final and missed approach phase.
ARRIVAL PHASE : The arrival can be a STAR or airway and ends at

the initial approach fix which is normally defined by a radio aid, or
by a fix (radial and DME distance from a station). Another possibility
is using the terminal radar to vector the aircraft to a reference point
or to the intermediate or final approach fix / point. From that fix /
point the pilot continues the approach using the approach chart.
INITIAL APPROACH PHASE : The initial approach phase begins at the

Initial Approach Fix (IAF) and ends at the Intermediate Fix (IF).
Normally a holding is defined over all IAFs to allow controllers to
separate aircraft on approach if necessary. If the aircraft is cleared
for the approach before reaching the IAF and there is a difference of
less than 30 between the track inbound to the IAF and the track of
the initial approach, the aircraft can directly continue with the
approach upon reaching the IAF. In case of a difference of more

PAG.:11-2
REV.: 1.1
than 30, the aircraft will have to join the holding. Note that the
initial approach phase may be a racetrack (not a holding), which is
part of the approach and therefore not optional as is a holding. It
can be hard to distinguish between a racetrack and a holding in the
approach chart.
INTERMEDIATE APPROACH PHASE : During this phase, the speed

and aircraft configuration is changed to prepare for the final
approach phase. The intermediate approach phase begins at the
Intermediate Fix (IF) and ends at the Final Approach Fix (FAF) or
Point (FAP). If there is no IF indicated in the approach chart, the
intermediate approach phase begins when the aircraft is established
on the inbound leg of a procedure turn, base turn or racetrack
procedure. Another way of defining the starting point for the
Intermediate approach in such case is that the intermediate
approach is the last straight leg before commencing the final
approach (last straight leg before FAF/FAP). Normally a descent is
specified in the intermediate approach phase. This descent cannot
be initiated until the aircraft is established on the specified
(inbound) track.
FINAL APPROACH PHASE : During this phase, the aircraft makes the
final alignment with the runway centreline and descends to land at
the destination aerodrome. The aircraft can make a final approach
to a runway for a straight-in landing, a circling landing, or to an
aerodrome for a visual approach. The final approach phase begins at
the Final Approach Fix (FAF, non-precision approach) or Point (FAP,
precision approach) and ends at the Missed Approach Point (MAPt).
Remember that the FAP does NOT have a symbol in the approach
charts ; the FAP is where the aircraft intercepts the glide slope while
established on the localizer. The missed approach point is defined by
an altitude/height (MDA/H) and radio aid, DME distance or time for
non-precision approaches and the Decision Altitude or Height (DA/H)
for precision approaches. In case no FAF is indicated in the approach
chart, the final approach begins once the last base turn (procedure
turn) to the final inbound track has been completed. If the aircraft is
no longer established, either in the horizontal plane (radial,
localizer) or vertical plane (glide slope) during the final approach, a
missed approach should immediately be initiated. In case the glide
slope signal is lost during an ILS approach, the approach changes to
a Localizer, non-precision approach. Different minimums (MDA/H
and OCH) have been established for this approach. During the final

PAG.:11-3
REV.: 1.1
approach phase, no changes in the aircraft configuration should be

made.
MISSED APPROACH PHASE : The missed approach procedure,

specified for each approach, has a defined point at which it starts
(Missed Approach Point, MAPt) and an altitude / height at which it
ends. The missed approach procedure must be flown exactly as
published. If the missed approach is initiated before the MAPt, the
pilot should continue to fly until the MAPt while climbing and
afterwards continue with the missed approach procedure to remain
within protected airspace.
The missed approach procedure has three phases :

o Initial phase : Begins at the MAPt and ends when a positive
climb has been established. No turn should be made in this
phase.
o Intermediate phase : During this phase, the climb continues
and it ends at the first leg that achieves an obstacle clearance
of 50 meters (164 ft). During the intermediate phase, a
maximum turn of 15 from the track in the initial phase can
be made.
o Final phase : Begins at the point where an obstacle clearance
of 50 meters (164 ft) is achieved and maintained and
continues to the point where the pilot begins a new approach,
joins a holding or returns to an airway (en-route flight).

PAG.:11-4
REV.: 1.1
12.1 PRECISION APPROACHES
DESCRIPTION OF AN ILS APPROACH CHART
The Jeppesen ILS charts have the following standard format :
1. Name of the airport for which the approach is designed, the name
(type) of the approach, runway served by the approach
3. Radio frequencies used at this aerodrome (ATIS, Approach,
Tower, Ground)
4. Key items of the final approach (frequency, final approach
course, altitude, minimums)
5. Airport and runway elevation
6. Missed approach procedure
7. Other data (Transition level, Transition altitude, remarks, etc)
9. Horizontal view of the approach trajectory / trajectories, with
frequencies, IAFs, obstacles etc. The highest obstacle in the
chart area is indicated with a black arrow

PAG.:11-5
REV.: 1.1
10. Vertical view of the approach procedure, with full ILS

(precision approach) profile and LOC only (non-precision
approach) profile, indicated with the dashed line
11. References rate of descents during final approach with
different reference speeds and indication of the MAPt position
12. Approach light system available for this runway
13. Initial segment of the missed approach procedure
14. Minimums (DA/H for precision ILS approach, MDA/H for non-
precision LOC only approach)
15. Circling to land minimums and remarks

PAG.:11-6
REV.: 1.1

PAG.:11-7
REV.: 1.1
ILS APPROACH BRIEFING (EXAMPLE : ILS Y RWY 24L from MUROS)
I. We will fly the ILS Y for runway 24 left at Palma de Mallorca,

chart 11-3, published on the 5th of May 2006 and effective from
the 11th of May 2006 (cross-check chart nr and version between
crew members)
II. We will listen to PALMA ATIS on 119.25, and after the approach
frequency 119.15 we will be transferred to tower, frequency
118.3 which we will select in the standby of COM1.
III. The ILS frequency is 109.3 with identification IPAL and a final
approach course of 239. The altimeter checkpoint is located at
D8.0 IPAL at 2600 feet while established on the ILS. A properly
functioning DME is required for this approach, and the IPAL DME
reads zero at the 24L threshold.
IV. Our Minimum Safety Altitude is 3000 feet, based on the JOA
VOR. The highest obstacle measures 3592 feet and is located to
the northwest of the airport.
V. Our IAF will be MUROS, when reaching the fix we will join the
DME holding, between 18 and 22 DME. The inbound is defined by
radial 059 of JOA VOR (track 239 inbound) and our Minimum
Holding Altitude is 4500 feet. The entry will be a parallel entry,
when reaching MUROS, we turn right on heading 059 until
reaching 22 DME JOA, then turning right again to intercept and
follow the inbound track of 239 JOA.
VI. Once cleared for the approach, after passing MUROS, we turn left
to intercept the localizer. When established on the localizer and
having passed 16 DME IPAL inbound (our Intermediate fix), we
can descend until 3000 feet until 9.2 DME IPAL, where we
intercept the glide slope and begin our final approach. On the
glide slope we descend with a reference vertical speed of 484
feet per minute (90 knots) until reaching minimums which in our
case (category B) are 276 feet.
VII. In case we of a glide slope failure, after passing 16 DME IPAL
established on the localizer, we continue the descent until 2600
feet until reaching 8.0 DME IPAL, where our FAF is located. At the
FAF we descend to our minimums of 1000 feet, which we
maintain until the MAPt, defined by 1.0 DME IPAL. The reference
vertical speed during the final approach is 484 feet per minute, at
a speed of 90 knots.
VIII. In case of a missed approach when reaching the DA/H, we climb
on runway heading until reaching 420 feet. We then intercept
and follow radial 207 from JOA until reaching 2000 feet. After

PAG.:11-8
REV.: 1.1
passing 2000 feet, we turn left to MJV VOR and join the holding
at 3000 feet.
IX. In case of a circling approach, when reaching the minimums
(MDA) of 1000 feet, we turn left to circle to the south of the
runway, since circling is prohibited to the north of the runway.
X. I will select JOA VOR in NAV1 and NAV2, 117.7 and positively
identify the stations. In NAV1 I will select IPAL ILS as standby,
with frequency 109.3 and in NAV2 MJV VOR, frequency 113.3. To
fly the holding over MUROS, I will select track 239 inbound to
JOA VOR in the HSI associated to NAV1. After being cleared for
the approach, I will change IPAL to the active frequency in NAV1,
identifying the station and selecting 239 in the HSI, checking the
DME indications change to IPAL ILS as well. In the standby
frequency for NAV1 I will select MJV VOR at this point, frequency
113.3. In the OBS/CDI I will select radial 207 from JOA VOR for
the missed approach. Once climbing on radial 207 JOA VOR
during the missed approach, I will change MJV VOR to the active
frequency in NAV1, identifying the station and centring the HSI to
proceed direct to the station after passing 2000 feet and join the
holding.
XI. We will set the first point of flap 1,5 dots below the glide slope,
gear down 1 dot below the glide slope and set the second point of
flap if applicable. In case of the LOC only approach, we set the
first point of flap 1,5 NM before the FAF (9.5 DME IPAL), gear
down at 1 NM from the FAF (9.0 DME IPAL) and set the second
point of flap if applicable at 0,5 NM from the FAF (8.5 DME IPAL).
XII. I will make call-outs with localizer alive, established on the
localizer, glide slope alive, established on the glide slope, 1000
feet above terrain (1027 feet), 500 feet above terrain (527 feet),
100 above minimums (376 feet) and at minimums.

PAG.:11-9
REV.: 1.1
12.2 NON-PRECISION APPROACHES
DESCRIPTION OF A VOR or NDB APPROACH CHART
The Jeppesen VOR and NDB charts have the following standard
format :
1. Name of the airport for which the approach is designed, the name
(type) of the approach, runway served by the approach
and categories of aircraft for which the approach is designed
3. Radio frequencies used at this aerodrome (ATIS, Approach,
Tower, Ground)
4. Key items of the final approach (frequency, final approach
course, altitude, minimums)
5. Airport and runway elevation
6. Missed approach procedure
7. Other data (Transition level, Transition altitude, remarks, etc)
9. Horizontal view of the approach trajectory / trajectories, with
frequencies, IAFs, obstacles etc. The highest obstacle in the
chart area is indicated with a black arrow
10. Vertical view of the approach procedure, with full ILS
(precision approach) profile and LOC only (non-precision
approach) profile, indicated with the dashed line
11. References rate of descents during final approach with
different reference speeds and indication of the MAPt position
12. Approach light system available for this runway
13. Initial segment of the missed approach procedure
14. Minimums (DA/H for precision ILS approach, MDA/H for non-
precision LOC only approach
15. Circling to land minimums and remarks
PROCEDURES JUNE 2008 PAG.:11-

REV.: 1.1 10

REV.: 1.1 11
VOR DME APPROACH BRIEFING (EXAMPLE : VOR DME RWY 35 LPCS)
I. We will fly the VOR DME approach for runway 35 at Cascais,

chart 13-1, published on the 29th of September 2006 and valid
for aircraft in category A & B (cross-check chart nr and version
between crew members)
II. After Lisbon approach frequency 119.1 we will be transferred to
Cascais tower, frequency 120.3 which we will select in the
standby of COM1.
III. The VOR frequency is 114.3 with identification CAS and a final
approach course of 352. The minimum altitude at 7.0 DME is
2000 feet.
IV. Our Minimum Safety Altitude is 2800 feet, based on the CAS
VOR. The highest obstacle measures 1670 feet and is located to
the northwest of the airport.
V. Our IAF will be the 7.0 DME CAS fix, when reaching the fix we
will join the DME holding, between 7 and 11 DME CAS. The
inbound is defined by radial 172 of JOA VOR (track 352 inbound)
and our Minimum Holding Altitude is 2000 feet. The entry will be
a direct entry, when reaching the fix, we turn left to the
outbound heading of 172.
VI. Once cleared for the approach, after passing the fix, we turn left
to complete the racetrack, descending to 2000 feet if applicable.
When established on track 352 inbound to the CAS VOR and
having passed 7 DME CAS inbound after completing the
racetrack, we can descend a reference vertical speed of 474 feet
per minute (90 knots) until reaching minimums which in our case
(category B) are 950 feet. The MAPt is located at 2.0 DME CAS.
VII. In case of a missed approach when reaching the MAPt at the
MDA/H, we will immediately turn left to intercept and follow
radial 240 CAS outbound, climbing to 3000 feet and contacting
Lisbon approach.
VIII. In case of a circling approach, we turn either to the left to circle
to the west of the runway (MDA 950 feet), or to the right to circle
to the east of the runway (MDA 990 feet).
IX. I will select CAS VOR in NAV1 and NAV2, 114.3 and positively
identify the stations. In the HSI associated to NAV1 I will select
track 352 inbound to fly the holding, racetrack and final
approach. In the OBS/CDI associated to NAV2 I will select radial
240 outbound of CAS VOR for the missed approach.
X. We will set the first point of flap 1,5 NM before the FAF (8.5 DME
CAS), gear down at 1 NM from the FAF (8.0 DME CAS) and set

REV.: 1.1 12
the second point of flap if applicable at 0,5 NM from the FAF (7.5
DME CAS).
XI. I will make call-outs with radial alive, established on the radial,
1000 feet above terrain (1326 feet), 500 feet above terrain (826
feet), 100 above minimums (1050 feet) and at minimums.

REV.: 1.1 13

PAG.:12-1
REV.: 1.1
IFR PROCEDURES
13. GESTAIR FLYING ACADEMY IFR PROCEDURES
The following description of the procedures used during IFR navigation

(cross-country) flights is divided into the different segments of the flight.
13.1 PRE-FLIGHT PREPARATION
The IFR flight plan is prepared by the usual preparations required for all
flights : meteorological information (METAR, TAF etc) of the departure,
destination and alternate aerodromes, NOTAMs, Mass & Balance
calculations, Fuel calculations and Performance calculations.
Apart from that, the route for the flight must be determined. The route
should connect the last point of the SID of the departure aerodrome with
the first point of the STAR for the destination aerodrome. Knowing the
direction in which we would like to depart from the aerodrome as well as
the best direction from which we would like to arrive at the destination it
is easy to determine the exit and entry point. Between these two points
we must look for the most direct route, taking into account all factors
involved, such as one-way airways, MEAs etc (could be too high for us,
for example).
In the flight plan, we must begin our route with the last point of the SID,
followed by the airway we join at that point. After this, we enter all fixes /
intersections / radio aids at which we change airways. Even though an
airway may change direction a little and pass over several radio aids, if we
do not change airways we do not need to enter all these points in the
flight plan. The last point in the route must be the first point of the STAR.
Whenever there is no airway between to fixes or nav aids, we may file to
fly direct between the points in the flight plan by the code DCT in the
flight plan.
Example : An IFR flight from Asturias (LEAS) to Sevilla (LEZL). SID at

LEAS ends at RATPO, and the STAR at LEZL begins at HIJ. The flight plan
route :
RATPO R107 ZMR A43 TLD B42 CRISA R10 HIJ
Over NVS VOR, the A43 airway changes direction (track 141 to track 192),
but since the name does not change, we do not need to include NVS VOR
in the flight plan.

PAG.:12-2
REV.: 1.1
13.2 TAXI / BEFORE TAKE-OFF
In IFR flights, we must ask ATC for engine start-up, since there may be a
slot assigned to our flight plan with the possible related delay.
During the taxi, if possible, we copy the ATC clearance for the flight. The
ATC departure clearance shall be received no later than in the holding
point. Once the ATC clearance has been received with the corresponding
readback, if possible the SID briefing is given, preparing the frequencies
and set-up of the instruments.
13.3 DEPARTURE
Once climbing on the departure, the instruments are frequently checked

and the pilot must check that the aircraft complies with all altitude and/or
speed restrictions of the departure. The After Take-Off checklist is also
performed here (normally at 1000 feet AGL)
13.4 EN-ROUTE (CRUISE)
During the en-route stage of the flight, it is important to continuously

check both aircraft and navigation parameters. Whenever changing an
active radio navigation or communication frequency, select the next
expected frequency in the standby frequency of the equipment.
Remember that ALL radio aids must be identified positively when changing
them to the active frequency. As with everything related to IFR flights, it
is vital to go ahead of the aircraft and prepare as much as possible in
advance.
All mandatory reporting points that are passed should be notified to ATC.
These points are indicated by black triangles in the IFR En-Route charts.
However, in an attempt to reduce the ATC communication congestions,
many times this is not done, unless specifically instructed to report at a
given position by ATC previously. We should report whenever reaching
and maintaining our cleared altitude.
Whenever we are changed between ATC sectors (transferred to a different

frequency), notify the aircrafts identification (call sign), altitude and next
waypoint (fix, intersection, radio aid) we are proceeding to.
Although the whole route has been planned before the flight, changes may
occur as ATC clears us direct to a next point (short cut in the route,

PAG.:12-3
REV.: 1.1
maintaining separation with another traffic, etc). In this case, the route
must be re-planned in flight and if not FMS or GPS is available, we must
proceed to the cleared point using the point-to-point technique. It is
recommendable however to ask for an initial vector to the next point,
especially if it is not a radio aid and there is a large distance to be covered
since we are performing a controlled IFR flight and the point-to-point
technique as we know is not always very precise.
The Cruise checklist is completed once established at our cruising altitude.

However, it is recommended to repeat a check of all the parameters at
least every 15 minutes during the cruise.
13.5 DESCENT
Before commencing the descent, the Before descent checklist must be

completed.
The objective of the pilot should be to arrive at the IAF at the MHA
specified there to ensure a comfortable transition from descent to
approach and avoid possible delays due to excessive altitude. However,
due to traffic restrictions, MEAs and MSAs this may not always be
possible.
It is very important to calculate the point at which we need to start our

descent so that we arrive over the IAF at the correct altitude. To do so, we
use the following formula, assuming a descent at a rate of 500 feet per
minute :
DIFFERENCE IN ALTITUDE x 2= TIME OF DESCENT (in minutes)
TIME OF DESCENT x MILES PER MINUTE (GS) = DISTANCE

REQUIRED FOR DESCENT
Example : We need to descend from 14.000 feet to 3.000 feet. Our GS is

150 knots and we descend at 500 feet per minute.
14.000 3.000 = 11.000 feet to descend, at 500 feet per minute (1000
feet every 2 minutes) gives us 22 minutes to descend. With a GS of 150
knots, we fly 2,5 NM per minute, multiplied by 22 minutes gives us a
descend of 55 miles. Our Top of Descent is therefore located at 55 NM
before the IAF (or point at which we must be at 3000 feet).

PAG.:12-4
REV.: 1.1
To calculate the nautical miles travelled per minute easily, remember the
following :
60 knots : 1 NM/min
90 knots : 1,5 NM/min
120 knots: 2 NM/min
150 knots : 2,5 NM/min
180 knots : 3 NM/min
Whenever we reach the calculated distance, we request descent to ATC.
13.6 ARRIVAL
The arrival actually starts whenever we are ready for the descent into the
destination aerodrome and request descent to ATC, even though the
official STAR procedure has not been initiated yet. At this point, ATC
normally clears us to descend, providing us with information on the
runway in use and meteorological conditions at the destination
aerodrome, as well as the arrival procedure to be used and possible the
approach that can be expected.
One of the items on the Before descend checklist is to complete the

approach briefing. For this reason, it is best to complete the descent /
arrival and approach briefing before requesting the descent to ATC.
Information on runway in use and approach to be expected can be
requested separately to ATC or by listening to other traffics flying into the
same aerodrome on the radio. Knowing our entry point (starting point of
the STAR) and IAF of the approach we will fly, it can be easily determined
which will be the exact STAR we will be assigned.
During the descent, it is important to keep checking all aircraft and

navigation parameters as well as assuring to comply with all speed and
altitude restrictions. As during all phases of IFR flight, prepare as much as
possible ahead of events, selecting the next expected frequency in the
standby frequency for example. This is especially important at this stage
of the flight (arrival and approach), since the workload for the pilot is
greatly increased in this phase of the flight.

PAG.:12-5
REV.: 1.1
13.7 APPROACH
If the aircraft is holding over the IAF when being cleared for the approach,
the holding must be completed before commencing the approach over the
IAF. In case a racetrack pattern is indicated (with thick black lines in the
approach chart) remember that this racetrack is part of the approach and
must be performed. A holding is not the same thing as a racetrack, even
though they may coincide in their graphical representation in the chart.
If the aircraft is cleared for the approach while performing a teardrop

entry into the holding pattern, when reaching the IAF we can continue
with the approach. If the aircraft is cleared for the approach before
reaching the IAF, the approach begins with a racetrack and our entry
would be a teardrop entry, we can join the racetrack by flying the
corresponding time (1 min o 1,5 min depending on altitude) on the
teardrop radial / heading, and then continue on the outbound heading
until completing the time or distance specified of the outbound leg of the
racetrack pattern.
Should we arrive at the radio aid and our entry would be a parallel entry,
upon completing the entry procedure, at least one holding should be
completed before commencing the approach.
During the Intermediate approach phase, the Approach checklist should

be performed. Remember that the Intermediate approach begins at the
IF, or in case no IF is indicated in the approach chart is the last straight
leg before commencing the Final approach. The airspeed should also be
reduced to the corresponding holding speed, if not done already.
Remember that when in a holding, we CANNOT descend unless cleared to

do so by ATC. If we join a holding at 6000 feet with a MHA of 4500 feet,
we cannot descend until ATC clears us to this last altitude. Apart from
this, no descent published in the approach chart can be made unless the
aircraft is established on the prescribed radial.
Before beginning the Final approach the aircraft should be in the landing
configuration. The aircraft should be configured according to the following
table :

PAG.:12-6
REV.: 1.1
Non-precision approach Precision approach

1,5 NM before FAF : Flaps 1 1,5 dots below G/S : Flaps 1
1 NM before FAF : Gear down 1 dot below G/S : Gear down
0,5 NM before FAF : Flaps 2 Flaps 2
In precision approaches, an altimeter check is normally incorporated. In

most cases, this point will be when intercepting the glide slope. At this
point, the pilot should check that with the altimeter setting (QNH) of the
instrument, at the moment of intercepting the glide slope over a radio aid
(station) or at a specific DME distance, the altimeter indicates the correct
altitude as stated on the approach chart. For precision approaches this is
very important, since the only reference to begin the missed approach is
an altitude (DA/H).
When beginning the Final approach, in case of a non-precision approach

we take time over the FAF, report to ATC and begin a descent to our MDA
which is then maintained until reaching the MAPt. It is recommended to
descend at a vertical speed a little above the reference given in the
approach chart because in some approaches the MAPt is very close to the
runway, or even over the runway. Should we reach minimums at the MAPt
and have a visual contact with the runway / terrain to be able to land, it
may already be too late due to our altitude / height and the proximity of
the terrain. For this reason, it is recommended to descend a little faster to
the MDA, so that in case of a visual contact the landing can be completed
comfortably.
(Example : in the approach chart for Cascais used as example on
page 33 the MAPt is over the threshold and the MDH is 663 feet.
Especially for larger and faster aircraft, at this height above the
threshold it would already be impossible to land, if the runway is not
seen before the MAPt).
In case of precision approaches, when reaching the FAP (remember, there
is no symbol indicating the FAP in the approach chart), report to ATC,
reduce power to establish a vertical speed that allows the aircraft to
remain established on the glide slope.
During the Final approach the Final checklist is completed as well.
If the meteorological conditions are close to, but below minimums we may
initiate the approach, however, we CANNOT begin the Final approach if at
that point the weather is below the published minimums for our category
of aircraft and type of approach.

PAG.:12-7
REV.: 1.1
Several call-outs are made during the approach, apart from the standard
call-outs for radials / localizers (radial alive, established on radial etc).
These call-outs are :
1000 feet above terrain

500 feet above terrain *
100 feet to go (100 feet above minimums)
minimums
* : in case the minimums are higher than 500 feet above the
terrain, which is the case for many non-precision approaches, this
call-out is not made obviously.
Once reaching the MAPt (in case of precision approaches this means at the
DA/H) and no visual contact is established with the runway (lights), the
missed approach must be initiated immediately.
NOTE : The procedures used by Gestair Flying Academy for aircraft

configuration strictly follow the current airline regulations stating no
change in aircraft configuration should be made between the
FAF/FAP and the MAPt.
13.8 MISSED APPROACH
Immediately upon taking the decision to go around, the throttle(s) should

be moved to maximum power smoothly but firmly, setting the go-around
flap setting (normally the take-off flap setting) and pitching up to maintain
the airspeed and begin a climb. The call-out at this point is : Go around
power, Go around flap. Once a positive rate of climb has been
established (indication of climb in both altimeter and vertical speed
indicator), we retract the landing gear and select a pitch attitude to
maintain the climb speed. At 200 feet above the go around or 500 feet
AGL (whichever is higher), clean the flaps and continue the climb. At 400
feet we apply the first power reduction, notify ATC of the missed
approach and perform the After Take-Off checklist.
13.9 CIRCLING APPROACH
A circling approach is performed when the runway in use is the opposite

runway to that being used for the approach. This may occur due to
availability of approaches for the other runway (due to inoperative radio
aids or surrounding terrain for example).

PAG.:12-8
REV.: 1.1
The approach procedure will generally be the same as a normal approach,

except for the aircraft configuration. The aircraft should be configured as
in a visual traffic pattern (during the downwind and base legs of the
circling pattern).
At the MAPt at the circling minimums and with the runway in sight, the
aircraft turns 45 in such a direction that the runway is on the side of the
Pilot Flying, unless airport restrictions prohibit the circling approach to
that side of the aerodrome. We then fly a visual circuit at the minimums
for the circling approach published in the approach chart for the category
of aircraft we fly. The Final checklist should be performed on final for the
runway on which we will land (so not after the FAF/FAP, but while on final
in the visual pattern).
In case visual contact with the runway is lost during any point of the
circling approach, the aircraft should return to the runway used for the
approach (so not the runway to be used for the landing) and continue with
the published missed approached procedure for the approach flown.
13.10 N-1 PROCEDURE
In any case, the first step in case of an engine failure will be to declare
emergency to ATC. For the N-1 procedure we are obviously only taking
multi-engine aircraft into account.
In case of an engine failure during the approach, the appropriate engine

failure procedure should be completed and the approach should be
continued. It may not be worth it to attempt a re-start, however if
possible it should be attempted. Aircraft configuration should be adjusted
due to the increased drag especially the gear produces, so it is
recommended not to configure the aircraft until (short) final with the
runway in sight. In the undesirable event of a N-1 missed approach, the
gear down and flaps down will complicate the manoeuvre unnecessarily.
In case of an engine failure during final approach, the approach should

be continued to minimums. No engine re-start should be attempted at this
point. Fly the aircraft and try to land. Again, the aircraft configuration is
important to keep in mind, however after having initiated the Final
approach, the aircraft will already be in the landing configuration which
would complicate a missed approach.
In case of an engine failure during the missed approach, apply full

power (if not selected yet at this point) and clean the aircraft as soon as

PAG.:12-9
REV.: 1.1
possible. Once a positive climb has been established and a safe altitude
has been reached an engine re-start should be attempted.
13.11 APPROACH PROCEDURES SUMMARY
Non-precision approach Precision approach

(MDA/H & FAF) (DA/H & FAP)
1. Before descent Before descent checklist
2. Before IAF 3 min before reaching IAF, reduce to holding
speed
3. Intermediate Approach checklist
approach
4a. With FAF/ G/S 1,5 NM before Flap 1 1,5 dot below Flap 1
* 1 NM before Gear 1 dot below Gear &
0,5 NM before Flap 2 Flap 2
4b. No FAF, or Last straight leg before
with FAF final Flap 1
immediately
after comple- Established on final
ting reversal heading Gear / Flap 2
procedure
5. Over FAF/FAP Take time
Change marker / radio aid (if applicable)
Report to ATC
6. When passing Commence descent and final checklist
FAF/FAP
7. Missed Minimums no visual
approach Go around power
Go around flaps
Positive rate Gear UP
200 ft or 500 ft AGL Flaps UP
400 ft First power reduction
Report missed approach to ATC
After Take-Off checklist

13 Ifr

Uploaded by

Copyright:

Available Formats

13 Ifr

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

13 Ifr

Uploaded by

Copyright:

Available Formats

QUICK REFERENCE HANDBOOK

VERSION 1.1, JUNE 2008

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

2 CRUISE SPEEDS 2-1

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

LOW CRUISE MEDIUM HIGH CRUISE

PROCEDURES JUNE 2008

BASIC IFR PROCEDURES

3. BASIC IFR MANOEUVRES

Altitude changes : 400, 300 and S0 : Constant heading, NO TURNS

3.2 TIMED TURNS

Every 15 seconds we should have turned 45

3.3 TIMED CLIMBS / DESCENTS

Every 15 seconds we should have climbed/descended 125 ft

PROCEDURES JUNE 2008

Timed turn of 360 and climb/descent of 1000 ft => 2 min

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

The whole manoeuvre is timed

PROCEDURES JUNE 2008

Time is taken with wings level

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

We are established on a track or radial with :

To proceed INBOUND, we always want to know the TRACK

(Between 60 and 90 between actual and desired TRACK) :

(15 or less between actual and desired TRACK):

(Less than 20 between actual and desired RADIAL):

PROCEDURES JUNE 2008

HEADING OF DESIRED RADIAL

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

Interception technique based on angular difference between desired

SECTOR 1 : Angular difference 0 - 30

SECTOR 2 : Angular difference 31 - 60

SECTOR 3 : Angular difference 61 - 90

SECTOR 4 : Angular difference > 90

SECTOR 1 : Angular difference < 90

SECTOR 2 : Angular difference > 90

PROCEDURES JUNE 2008

TIME AND DISTANCE TO THE STATION

6. TIME AND DISTANCE TO THE STATION

DETERMINATION OF TIME AND DISTANCE TO A STATION :

Set a heading at 90 with your actual radial

TIME (in seconds) / 10 = TIME TO STATION(in minutes)

DISTANCE TO STATION = TAS x TIME TO STATION / 60

6.1 POINT TO POINT NAVIGATION

We will place the largest distance on the outer scale of the

PROCEDURES JUNE 2008

PROCEDURES JUNE 2008

Anticipation (distance) for entry : 0,5 % of the GROUND SPEED

PROCEDURES JUNE 2008

Error! Use the Home tab to

PROCEDURES JUNE 2008

8.1 HOLDINGS OVER A STATION VOR / NDB (TIMED HOLDING)