IR Training Manual v1.53
IR Training Manual v1.53
IR Training Manual v1.53
© 2010
I nt roduc t ion
• This manual is for the use of pilots at BCFT for JAA Instrument Rating initial, recurrent and instructor training
• It has also been made more widely available to the aviation community, as a contribution to IFR training and
safety. If you find this material useful, you are asked to consider BCFT for your training needs
• The authors retain copyright to all the original content. Whilst this manual may be used by any pilot as a
reference or for ad-hoc recurrent training, it may not be used without permission, in whole or in part, by a
Training Organisation for a formal course of instrument flight training
• Important Note: the charts, instrument procedure plates, AIP extracts, navigation logs and training
route descriptions in this manual must not be used for flight planning or navigation
Note: the page layout of this document fits a normal computer screen. If printing to A4 paper, select the “Scale to Fit Paper” printing option or its equivalent
2
Cont e nt s
I nt roduc t ory ground brie fings Phase 5: VOR, DME and basic procedures
a. Route and weather planning a. VOR instrumentation and tracking
b. Operating Minima b. Direct entries and Procedure turns
c. Performance planning and documents c. DME and fixes
d. Pre-flight checks and briefing d. DME Arc
e. Instrument appreciation e. VOR Hold
f. VOR Approach
Phase 1: IF basics and the full panel
a. Full
F ll P
Panell chart
h t Ph
Phase 6:
6 NDB ttracking,
ki h
holds
ld and
d procedures
d
b. Selective Radial Scan a. The ADF receiver and RMI
c. Basic manoeuvres b. NDB tracking using the RMI
c. Holding procedures
Phase 2: Full panel IF (continued)
d. NDB Approach
a
a. Transfer to instruments after take
take-off
off
e. The Circle-to-Land
b. Climbing and descending turns
c. FP unusual attitudes Phase 7: Radar Procedures
a. The Transponder
Phase 3: Limited panel IF
b. Surveillance Radar Approach
a
a. LP flight and manoeuvres
c. Radar Vectored NDB Approach
b. LP compass turns
c. LP unusual attitudes Phase 8: ILS
a. The Instrument Landing System
Phase 4: Single engine procedures
b. ILS Approach
a. Normal Circuit
b. Engine failure in flight Phase 9: Airways IFR
c. Single engine rate 1 turns a. RTF
d. Single engine climb & descent b. Altimeter setting
e. Engine failure after take off c. Instrument departures
f
f. Engine failure drills d
d. Airways procedures
g. Asymmetric circuit e. Airways training routes
3
Pre pa ra t ion for flight
1 . Pre -flight Pla nning: Rout e a nd We a t he r
• To carry out the necessary Pre-Flight and • Acquire overall awareness of flight • It’s essential that thorough preparation is
Aim Airmanship Performance
Post-Flight procedures conditions and requirements done, so the flight runs smoothly
• Assess the required scope of the flight: route, destination and • Print the Met Office Forms 214 and 215; check validity is
alternates suitable for the expected time of flight
• Check NOTAMs • Print METARs and TAFs for Departure, Departure Alternate,
- Examiners report that candidates ‘familiarity with and preparation for Destination, Destination Alternate(s), other airfields enroute
NOTAM briefs is often ppoor’ • Prepare a weather brief to include the overall met picture and
• Check the Enroute chart and Terminal charts are available and trends, and specific conditions relevant to the intended flight
current
• ENROUTE MINIMA
B. Rout e pla nning - Note freezing level, icing forecast and any enroute wx hazard
- Consider actions if icing encountered for each route leg
• Complete the BCFT Navigation Log
• For each sector, check • AIRFIELD MINIMA
- Minimum Safe Altitude (from the enroute chart) - Max wind 30kts
- facilities are within the Designated Operational Coverage - Max crosswind within aircraft limit (eg BE76 25kts)
when required p
- Check Departure and Arrival weather minima ((see Operating
p g
- facilities are serviceable Minima briefing page)
- expected drift, groundspeed and time
- alternate method of navigating (eg. cross-cuts) in case of D. Proc e dure Brie f
failure or poor reliability
• For all p
possible Terminal pprocedures
- check potential hold axis and reporting points in case of a
- likely wind
requirement to hold (eg. awaiting clearance into Class A)
- likely sector entry, and Sector Safe Altitude
- brief the procedure tracks, distances and time
• The principle of good Route Planning is simplicity; but have a
- note any alternate procedures
back-up in case of failure, change of runway etc.
- note procedure and circling minima
- brief the Missed Approach procedure
4
Ope ra t ing M inim a
U K Single -Pilot Public T ra nsport
De pa rt ure Arriva l
Note: UK law permits an aircraft intending to conduct a Circling Approach to descend initially to the Approach minimum and then to recover to the Circling minimum at the MAPt. An IR examiner may expect this (he will
say so in his brief). An FAA pilot may be familiar with the US regulations which do not permit descent below the Circling Minima on the Final Approach if a circle-to-land is intended
5
Pre pa ra t ion for flight
2 . Pre -flight Pla nning: Pe rform a nc e a nd Doc um e nt s
• Complete
p standard Fuel Plan in BCFT Navigation
g Log
g • Certificate of Airworthiness
1. Flight time • Flight Manual
2. Diversion time • Certificate of Registration (for flight outside the UK)
3. Contingency, 5% of 1+2 • Aircraft Radio Licence
4. 45 minutes Holding time • Weight and Balance schedule
5 20 minutes of Approaches
5. • Tech Log
Log, including
- Certificate of Release to Service
F. We ight a nd Ba la nc e - ARC (Airworthiness Review Certificate)
• Interception Procedures
• Complete the standard Loading Form specific to the particular • CAA Test Approval, if required
aircraft,
i ft check
h k registration
i t ti check
h kd dates
t and d validity
lidit off the
th above
b
• Check Examiner/Instructor actual weight with Ops Desk J . Pilot Doc um e nt s
6
Pre pa ra t ion for flight
3 . Pre -flight Che c k s a nd Brie fings
• Approaching
pp g the aircraft, check • USE THE CHECKLIST: be brisk but thorough g
- for any snow, slush, ice or frost. If present, it must be cleared - (see also the IFR Avionics checks briefing page)
completely from the aircraft, otherwise the flight must be - check P1 and P2 brakes using positive handover
delayed - check flight instruments with natural turns of the taxiway
- for any oil or fuel spills or leakage
- location of nearest fire fighting equipment I c iing B
Brie
i f
- location of aircraft will not cause slipstream damage after start
1. “For the actual conditions today I shall select pitot heat on
• Store equipment, fold and prepare charts for ease of handling 2. Should we encounter ice, I will ensure pitot heat on,
windshield defrost and carb heat are selected, and request a
• Use
U th the Ai
Aircraft
ft Ch
Checklist
kli t as per th
the fifirstt fli
flight
ht off th
the d
day l
level
l change
h or di
diversion,
i with
ith attention
tt ti tto th
the MSA”
- pay particular attention to vents, drain holes, pitot and static Be prepared to perform these as touch drills and advise the examiner of what
sources, antennas, controls, flaps, trimmers, undercarriage your ATC request would be in the event of icing at any point in the flight
bays for ice/mud
- carefully check oil level and fuel level and sampling Ca pt a in
in’s
s Brie f: BE7 6 [t a ilor t o a c t ua l c ondit ions]
Pa sse nge r Brie f 1. “Departure is from Runway [08/26]. The surface is [dry/wet]
and the crosswind is within limits
1. “The seat belt operates so, the door operates so [demo both]. 2. Should an engine fail below our Vr of71kts, I shall close both
2. If we have to exit the aircraft, unlatch your harness, open the throttles and abort the takeoff
door and vacate to the rear. There is also an emergency exit 3. If a failure occurs between 71kts and 85kts, I shall close both
here, operated so [demo] throttles, check gear down and land on the remaining runway
3. A first aid kit is stored here [point], a fire extinguisher is stored 4. Above 85kts and insufficient runway remaining, I shall carry
here [point]. out the EFATO drills and [request vectors to the ILS to
4. Lifejackets are in your seat back (do not inflate inside the l d/ i
land/visual l circuit
i it tto land]
l d]
aircraft) and the Life raft is on the rear seats 5. In the event of an emergency, I shall remain in control unless
5. Any questions?” otherwise instructed by you”
7
I FR Avionic s c he c k s
8
I nst rum e nt Appre c ia t ion
1 . Pre ssure inst rum e nt s
• To understand the workings of the aircraft’s • The International Standard Atmosphere; • Understanding how the instruments work
Aim Airmanship Performance
pressure instruments blockage of Pitot and Static sources and the errors they are subject to
Source: illustrations from FAA H-8083-25A Pilot’s handbook of Aeronautical Knowledge Ch7
9
I nst rum e nt Appre c ia t ion
2 . Gyro inst rum e nt s
• To understand the workings of the aircraft’s • Understanding how the instruments work
Aim Airmanship • Vacuum vs. Electric gyros, failure modes Performance
gyro instruments and the errors they are subject to
• The older Turn Indicator (TI) gyro is not canted and has no roll
sensitivity. In this case, a wings-level correction should be anticipated
(ie. re-centralise the control column in the recovery when the TI
indicates about halfway between the rate one turn mark and the zero
turn mark)
Source: illustrations from FAA H-8083-25A Pilot’s Handbook of Aeronautical Knowledge Ch7
10
I nst rum e nt Appre c ia t ion
3 . Physiologic a l fa c t ors
• To understand the key physiological factors • Avoiding and recovering from • Understanding why the instrument scan
Aim Airmanship Performance
impacting instrument flight disorientation is essential to IF
Source: illustrations from FAA H-8083-25A Pilot’s Handbook of Aeronautical Knowledge Ch16 11
Cont e nt s
12
Re fre she r: M ult ie ngine Pist on a irc ra ft
Be e c h Duc he ss BE7 6
13
Re fre she r: Ope ra t ion of Ge a r a nd Fla p
• To understand the technique for making • Observing limitations and checking • Vlo and Vfe limits have no positive
Aim Airmanship Performance
Flap and Gear selection indications tolerance: +0kts, - x kts as reqd
• A type of error frequently reported by IR Examiners relates to the “use of services” (ie. Gear and Flap)
• Examples include:
- a pilot who selects and calls out “gear down”, but does not check for 3 greens until later in the circuit/approach, and only then
notices that gear extension has failed
-ap pilot who observes the g
gear extension limiting g speed
p but not the ((lower)) g
gear retraction limit
- a pilot who observes the flap extension limit at the start of descent, but then accelerates to beyond that limit with flaps down
- a pilot who observes the correct limitation, but incorrectly leaves the flap selector in the wrong position (easily done in the BE76)
• All of these errors can be avoided by using the “Limitation – Operation – Indication” method for every gear and flap selection
• Each of these steps can be called out verbally. The “Operation” call should avoid the implication that the selection has been
successful until verified by the indication, eg. call “Gear down in transit” and then monitor and call “3 greens”, rather than calling
“Gear down” as you move the lever
Source: Report of common errors and comments on L-O-I method are based on a note to FTOs by Capt. D. Riley, CAA Flight Examiner, Bournemouth
14
1 . I F ba sic s
a . T he Full Pa ne l
• To understand the key instruments for IFR • Understand cause and effect of Power
Aim Airmanship • Errors and failure modes Performance
flight and Attitude changes on Performance
POWER + AT T I T U DE = PERFORM AN CE
AT T I T U DE POWER
PERFORM AN CE
MP
ASI AI ALT Manifold
Airspeed Attitude Altimeter Pressure
Indicator Indicator
RPM
TC HSI VSI
Turn
T rn Horizontal
H i t l Vert.
V t Speed
S d
Coordinator Situation Indicator
Indicator
15
1 . I F ba sic s
b. T he Se le c t ive Ra dia l Sc a n
• To learn precision IF using the Full Panel • Recommended scan patterns merely place • Learn the scan elements for each
Aim Airmanship Performance
prior to starting Procedural training emphasis; do not prevent scan of other items manoeuvre
POWER + AT T I T U DE = PERFORM AN CE
• With a given power set, the Selective Radial Scan is centred on the • The performance instruments are divided into 2
Attitude Indicator as the Master Instrument, with a scan to the groups, primary and secondary, as appropriate to
performance instruments to identify corrections to Attitude (and Power) each flight manoeuvre
needed to maintain the required performance
ASI AI ALT
Power
Instruments Straight
and Level
AI ALT, H SI ASI
Performance Master Performance
Instrument Instrument
Instrument
Level turn AI ALT, TC H SI , ASI
Climbing &
descending
AI H SI , ASI ALT, TC
TC HSI VSI
Performance Performance Performance
Instrument Instrument Instrument Climbing &
descending AI ASI , TC ALT, H SI
turns
• The key to smooth, accurate instrument flight is to maintain the scan at all times, correcting with small adjustments
• Any performance deviation must be corrected promptly, otherwise it will only increase
• No-one can hand-fly on instruments without a constant scan; any lapse may result in a breach of tolerances
16
1 . I F ba sic s
c . Ba sic m a noe uvre s
AI AI Achieving:
ASI ALT Achieving: ASI ALT
Secondary Master Primary Secondary Master Primary
Instrument Instrument Power as Reqd
Power as reqd
Roll into turn using AI,
Wings level, bar on gentle back pressure on
the horizon control column
TC HSI TC HSI Scan ALT, VSI
Secondary Primary Direction HSI, Altitude ALT Primary Secondary Monitor HSI turn progress
Trim Trim
Climbing Descending
AI Achieving: AI Achieving:
ASI ALT ASI ALT
Primary Master Secondary Primary Master Secondary
Instrument Instrument 2400 RPM, 18” MP
2500 RPM, 25” MP or as reqd
Wings level, decelerate
Wings level, raise bar then lower bar below
above the horizon the horizon
TC HSI VSI Scan ASI, HSI TC HSI VSI Scan ASI, HSI,
Secondary Primary Secondary Secondary Primary Secondary
Monitor climb ALT Monitor climb ALT
Trim Trim
17
Cont e nt s
18
2 . Full pa ne l I F (c ont inue d)
a . T ra nsfe r t o inst rum e nt s a ft e r t a k e -off
1. Line-up on the runway with the nose wheel straight and check the HSI
2 Smoothly increase the power and release the brakes
2. brakes, steering with the rudder
rudder.
Check the ASI is increasing
3. Maintain the aircraft on the centre line by outside reference, however keep up an
instrument scan of the ASI and AI (the AI may show a pitch-up and slight roll
during the acceleration along the runway)
4. At Vr, rotate the aircraft and keep the wings level by outside visual reference.
Check the ASI
5.
5 Now move the scan from the outside visual reference to the AI AI, note the pitch
(+8) and wings level. Hold this attitude – it is crucial not to allow the pitch attitude
to reduce or increase
ASI AI ALT
Primary Master Secondary 6. Scan to the ASI, check speed and adjust attitude very slightly if required
7. Scan to the VSI for rate of climb
8. Trim
VSI
9. Now revert to the standard selective radial scan for the Climbing phase of flight
TC HSI
Secondary
y
Secondary Primary
Once you have transferred from outside visual reference to the instruments,
never try to revert to a visual scan as a ‘back-up’
19
2 . Full pa ne l I F (c ont inue d)
b. Clim bing a nd de sc e nding t urns
• To conduct climbing and descending turns • Selective radial scan, Clearance, MSA
Aim Airmanship Performance • +/- 5kts
on instruments checks
Climbing
g turn Descending turn
AI AI
ASI ALT ASI ALT
Master Master
Primary Primary Primary Primary
Instrument Instrument
Achieving: Achieving:
Pitch up just below the normal climb attitude, Pitch up just below the normal S&L attitude,
then roll into a Rate 1 turn then roll into a Rate 1 turn
Primary: ASI, ALT, TC for balance Primary: ASI, ALT, TC for balance
Secondary: VSI and HSI Secondary: VSI and HSI
Trim
Trim
Aircraft may tend to overbank, control with aileron
20
2 . Full pa ne l I F (c ont inue d)
c . Full pa ne l unusua l a t t it ude s
A
Approa c h t o St a ll S i l Dive
Spira Di
21
Cont e nt s
22
3 . Lim it e d pa ne l I F
a . LP flight a nd m a noe uvre s
• To fly the aircraft safely when the AI and/or • Safe IF is impossible without any gyro • Safe, accurate flight
Aim Airmanship Performance
HSI fail, eg. due to Vacuum Pump failure instruments, thus the TC is critical • +/- 15O, +/- 200’, +/- 10kts
• With the AI and HSI failed,, the turn coordinator becomes the Master Master Primary
y Secondary
y
Instrument
Pitch ASI , V SI ALT
• The TC will indicate bank attitude only if the ball is centred
Bank TC Com pa ss Ba ll
Controlling Pitch: use the ASI (which reacts quickly to pitch changes) and the
Heading Com pa ss
VSI as a backup
Controlling Bank: use the TC (restricting turns to Rate 1) with the ball in the Yaw TC Ba ll
middle
Progress of turn T im ing Com pa ss
• Do not chase the needles, and do note attempt turns whilst changing height
• It’s
It’ diffi
difficult
lt tto use th
the C
Compass iin tturns, use R
Rate
t 1 titimed
d tturns (i
(ie. 3d
3deg/s)
/ )
Trim Trim
23
3 . Lim it e d pa ne l I F
b. LP t im e d c om pa ss t urns
• To fly accurate, level turns on Limited • Maintain scan, use simple method to get • Establish heading +/-5O,
Aim Airmanship Performance
Panel using the Timing method correct sense/direction of turn and timing maintain +/- 200’, +/- 10kts
Rate 1 on TC, a
ball centred
Identify 050 and
TC Scan ALT b note it’s a turn
Master Monitor Timing to the right
Instrument
Slight back pressure to d Time is 4 x 10sec (30 O intervals) plus
maintain ALT if reqd 2 x 3 sec (10 O intervals) = 46 sec
24
3 . Lim it e d pa ne l I F
c . LP unusua l a t t it ude s
A
Approa c h t o St a ll S i l Dive
Spira Di
25
Cont e nt s
26
4 . Single e ngine proc e dure s
a . I nt roduc t ion: norm a l 2 e ngine c irc uit
• To fly a normal circuit and land in various • VGLO, pre-landing checks, finals checks,
Aim Airmanship Performance • +/- 5kts, +/- 100’
configurations, to perform a go-around speed & control, anticipation, spacing
TOSS 100KIAS
85KIAS 25”
Vr 2 Engine
Reds Vat Gear Up 2500rpm
Blues 75KIAS 71KIAS Flap Up Rich
85KIAS 300’
Greens Flap 30 Ts&Ps,S&C
15deg bank
15deg bank Ref. point
Ref point
Ref. VGLO
VGLO
27
4 . Single e ngine proc e dure s
b. Engine fa ilure in flight
Effect of Engine
g Failure: in straight
g and level flight
g
• Begin in normal level cruise 22” MAX rpm 130KIAS • Each effect YAW.......... ROLL.....PITCH DOWN
• Close one throttle
• Visually observe effects, and then check on instruments; aircraft will • Needs a
YAW then ROLL..then..PITCH
YAW..then.. ROLL then PITCH DOWN then enter
DOWN..then enter..SPIRAL
SPIRAL DESCENT CONTROL
CO O RUDDER...AILERON....ELEVATOR
U O O
response
28
4 . Single e ngine proc e dure s
b. Engine fa ilure in flight ..... CON T I N U ED
OU T SI DE EN GI N E FAI LS
X I N SI DE EN GI N E FAI LS
•
•
•
YAW
ROLL
PITCH DOWN
> slow to develop
> slow to develop
> slow to develop
X •
•
•
YAW
ROLL
PITCH DOWN
> fast to develop
> fast to develop
> fast to develop
• SPIRAL DESCENT > slow to develop • SPIRAL DESCENT > fast to develop
29
4 . Single e ngine proc e dure s
b. Engine fa ilure in flight ..... CON T I N U ED
CON T ROL
• Correct the YAW by centring the ball with RUDDER
• Correct the ROLL with AILERON
• Correct the PITCH DOWN with ELEVATOR
I DEN T I FY
• DEAD LEG > DEAD ENGINE
Scan in single engine cruise flight
• Diagnose
Di problem
bl and decide
dd id if a shut-down
h td off th
the failed
f il d engine
i iis
appropriate. If so.....
AI
ASI
FEAT H ER (do not rush) Primary Master
ALT
Secondary Achieving:
• Dead engine THROTTLE : close to verify Instrument
• Dead engine PROP: feather 2500 RPM, 25”
25 MP
• Dead engine MIXTURE: ICO Wings level, Pitch +2
Scan TC, ASI, HSI
• When workload permits: Monitor ALT, VSI
TC HSI VSI
Primary Primary Secondary Trim
Com p
ple t e Pha se 2 che ck s
• Use flow check method described on next page
30
4 . Single e ngine proc e dure s
b. Engine fa ilure in flight ..... CON T I N U ED
Live Engine
GAUGES CHECK
(Ts&Ps, Ammeter, Vacuum)
Live Engine
ALTERNATOR ON
Dead Engine
MAGS OFF
g
Dead Engine
FUEL PUMP OFF
Live Engine
Dead Engine CARB HEAT OFF
CARB HEAT ON
Live Engine
Dead Engine COWL FLAP All checks are touch drills,, except
p cowl flapsp
COWL FLAP OPEN The simulated dead engine cowl flap should be closed to
CLOSED reduce cooling, and the live engine cowl flap must be
opened to prevent overheating during SE exercises
Live Engine
Dead Engine FUEL ON
FUEL OFF
1. Begin flow for Phase 2 checks here, securing the Dead engine
31
4 . Single e ngine proc e dure s
c . Single e ngine ra t e 1 t urns
• Opposite aileron is required to maintain the angle of bank and rate of turn
Trim
YAW ffrom li
live engine
i
32
4 . Single e ngine proc e dure s
d. Single e ngine c lim b a nd de sc e nt
• To carry out a single engine climb and • Selective radial scan, Clearance, MSA
Aim Airmanship Performance • +/- 5kts, +/- 10O
descent checks
AI AI
ASI ALT ASI ALT
Master Master Secondary
Primary Secondary Primary
Instrument Instrument
85kts 120kt
120kts
blue line
Ball Ball
centred centred
Achieving: Achieving:
Primary: ASI 85kts blue line, TC ball centred, HSI Primary: ASI 120kts, TC ball centred, HSI
Secondary: VSI and ALT Secondary: VSI and ALT
Trim Trim
Note: the JAA method is never to apply bank into the Live Engine during a Single Engine climb in IMC, to avoid
disorientation. The FAA method is to apply the bank, so conversion candidates will need to be advised of the difference.
33
4 . Single e ngine proc e dure s
e . Engine fa ilure a ft e r t a k e off (EFAT O)
• To control the aircraft after an EFATO and • VGLO, Checks & engine instruments,
Aim Airmanship Performance • +/-100’, +/-5kts, air exercise at 3000’
to identify and feather the failed engine seating, handover, touch drills
• Less rudder
• Flap Up
x • RoC
Fla p U p
FEAT H ER
• Less rudder • Dead engine THROTTLE : close to verify
• Set Zero thrust
x • +ve RoC • Dead engine PROP: feather
• Dead engine MIXTURE: ICO
34
4 . Single e ngine proc e dure s
f. EFAT O drill – I R T e st form a t
In the climb-out (100kts 25”MP 2500RPM) the Examiner will obscure the throttle quadrant and retard the L or R throttle
CON T ROL +2
• Correct the YAW by centring the ball with RUDDER Wings level
• Correct the ROLL with AILERON, wings level
• PITCH DOWN with ELEVATOR to +2 Ball centred
I DEN T I FY (Dead leg > Dead Engine) Note: the candidate has to identify the failed engine before the Examiner
reveals the throttle quadrant for the Max Power sweep forward of controls
• Call
C ll outt “L/R engine
i ffailure,
il any fire?”
fi ?”
• Examiner will reveal the quadrant, stating “fire” or “no fire”
• The normal EF training drill and
actual EF procedure is to check
full power and Gear & Flap up
before the IDENTIFY step Che ck Pow e r-Pow e r-Pow e r 3 2 1
• However, in the IR test, the (sweep all engine controls fwd in R-L sequence: Mixtures, Props, Throttles,
examiner will obscure the exceptt the
th throttle
th ttl th
the examiner
i h
has retarded)
t d d)
throttle quadrant until the GEAR FLAP
candidate has identified the
1 2
failed engine, so the Power and
Gear/Flap items are conducted Che ck Ge a r U P a nd Fla p U P
after the IDENTIFY step
35
4 . Single e ngine proc e dure s
g. Single e ngine c irc uit
• To learn to fly a circuit and land following • VGLO, Asymmetric Committal Height • +/- 5kts, +/- 100’.
Aim Airmanship Performance
EFATO and go-around (200agl), Zero Thrust, Touch Drills • Single engine speeds +10kts/-0kts
Control
Max Power (sweep)
Asymmetric Committal Height (200agl) G
Gear & Flap
Fl up
G gear down R runway clear Single Engine
TOSS 100KIAS Identify (DL-DE)
A approach stable P permission to land Feather
85KIAS 25”
Vr Gear Up 2500rpm 85KIAS Blue Line
Reds Vat
71KIAS Flap Up Rich Continue ahead until stable
Blues 85KIAS 75KIAS
Greens Flap 30 >300’
300’
15deg bank
15deg bank Ref. point
Ref. point ENGINE VGLO
VGLO If any of the 4 FAILURE
criteria are not
90KIAS
met then... 85KIAS
AR 2500rpm
AR” Smoothly apply full power
Climb Climb
Gear down Go Pitch up +2O Gear and Max MP & rpm
attitude
Flap 20 Around Control yaw Flap retract Rich 85KIAS
Blue line Max MP
Prevent pitch and roll
95KIAS Max rpm 1000’
16” 2500rpm Rich Attitude,
Avoid
o d gett
getting
g too low
o All turns are 90 degrees plus or minus wind correction
Gear
G down
d power, trim
Anticipate turn to keep the ground track a rectangular pattern
Flap 10
25” 2500rpm
Undercarriage Pre-Landing Checks Rich 105KIAS
down in transit
Able to descend Brakes Off
once 3 greens Phase 2 checks
Undercarriage Defer Don’t converge
confirmed when stable
Don’t extend Mixture Rich or diverge
15deg bank 15deg bank
Ref. point Ref. point
105KIAS Prop 2500rpm RTF: call
VGLO VGLO
18” Fuel sufficient and pumps on downwind
2500rpm engine Instruments
Gear down Hatches and Harnesses
Flap 10 landing Lights
36
Cont e nt s
37
5 . V OR, DM E a nd ba sic proc e dure s
a . V OR inst rum e nt a t ion
• To learn to use the VOR for both tracking • Current charts, Instrument ground checks, • To learn to track within 5O (1/2 scale
Aim Airmanship Performance
and position fixing FREDA, S-I-D, deflection) & +/- 5kts, +/- 100’
Heading
Freq select Nav source 240
selector
The VOR transmits directionally coded radials,
in a pattern like the spokes of a wheel
Course
pointer In a modern aircraft, a GPS NAV/COM unit
HDG bug may provide both Radio and GPS
Deviation navigation
g signals.
g It is important
p that the
needle ‘Display’ item in the “S-I-D” check includes
the appropriate switches and annunciators,
to ensure the correct source is being Heading
To/From flag, in displayed on the instrument 240
From position
9.As the aircraft approaches the radial, the beam bar will start to move
towards the centre (in this illustration, 5degrees from the radial, the beam
bar is at half-scale deflection)
10.Check how quickly the needle is moving and turn to intercept accordingly. 13. Beacon passage will
The closer you are to the facility, the larger the lead in (1in60 rule). The 12.As you approach the be indicated by the
larger the intercept angle, the larger the lead in required facility, the beam bar will TO flag disappearing
become erratic, do not and the FROM flag
chase it, but maintain drift- showing
080 assessed heading
TO
O
Wind
030/20
075
TO
270
6.Mentallyy p
picture where yyou are an
add or subtract the intercept angle
to/from the required TO radial (not
the aircraft heading). 080- 4.Set the required radial on the HSI (080) and note how
60degrees = 020 intercept heading many degrees off you are (080-030=50 degrees)
7.Turn onto the intercept heading 5.Check the distance from the facility and work out an
intercept angle (60 degrees) The closer you are to the
facility, the small the intercept and vice versa. The
maximum
i iintercept
t t iis 85 d
degrees
8.The needle will show a FLY LEFT, 180
but maintain the intercept heading;
especially using a CDI, where the
picture is less intuitive. Remember
the aircraft heading has no effect
1.Tune and identify the VOR (SID)
on the needle presentation; ie. If
09
39
5 . V OR, DM E a nd ba sic proc e dure s
a . V OR t ra c k ing from
265
FROM
260
FROM
255
FROM
Wind
210/20
6.Mentally picture where you are an add or subtract the intercept angle to/from the required
FROM radial (not the aircraft heading). 260+40degrees = 300 intercept heading
7 Turn onto the intercept heading
7.Turn 1.Tune
1 T and
d id
identify
tif th
the VOR (SID)
4.Set the required radial on the HSI (080) and note how many degrees off you are (260-210=40) 2.Find the radial you are on FROM the VOR
5.Check the distance from the facility and work out an intercept angle (40 degrees) The closer 3.On the HSI, centralise the beam bar with the
you are to the facility, the small the intercept and vice versa. The max intercept is 85 degrees FROM flag showing (210)
40
5 . V OR, DM E a nd ba sic proc e dure s
b. Dire c t e nt rie s a nd Proc e dure t urns
Direct Entry to a Procedure turn and Base Turn 45/180 Procedure turn
• Unless the procedure specifies particular entry restrictions, reversal procedures • Approaching the required turning waypoint, which may be a radial/dme, timing
shall be entered from a TRACK within +/-/ 30 degrees of the outbound track of a from a facility or RNAV waypoint:
reversal procedure 1. set up the turn on the HSI – with the heading bug on the 45 degree heading
(direction as depicted on the chart, left turn is typical. On airways you may choose
either direction, downwind is preferable), and the CDI on the reciprocal of the
current course
30 degrees 2. at the waypoint, start the timing: Cat A&B 1min, Cat C&D 1min15”
3. turn 45 degrees on to the heading bug
30 degrees 4. at the end of the timing, turn 180 degrees in the opposite direction to intercept
the inbound track on the CDI O
Rate 1 turn through 180
4
Rate 1 turn
3 through 260O
2 80O
1
41
5 . V OR, DM E a nd ba sic proc e dure s
c . T he DM E inst rum e nt a nd fix e s
• To learn to use the DME and to establish • Current charts, Instrument ground checks,
Aim Airmanship Performance • +/- 5O, +/- 5kts, +/- 100’
aircraft position using DME and VOR FREDA, S-I-D
Air Exercise (i) Use of DME Air Exercise (ii) VOR/DME fix
• The DME is a system incorporating a ground-based transponder and an airborne • A VOR can be used to provide a position line by selecting and identing the VOR,
transmitter designed to give distance information between the two centring the CDI needle with the FROM flag showing, and drawing the indicated
radial on a chart from the centre of the compass rose of the VOR
Display 3 position function switch for remote tuning (RMT), frequency
display (FREQ) and Groundspeed/Time-to-station display (GS/T) • A DME can similarly be used to provide a position arc from a DME station by
drawing
g a circle segment
g using
gappair of compasses
p and the chart scale
• A fix based on two VORs is simply the intersect of the two position lines
• The easiest fix is from a collocated VOR and DME, since the distance along the
position line can be determined directly, using the chart scale and indicated DME
distance
On/Off switch Frequency selector knobs
• However, care must be taken when using a VOR position line and the arc from a
• Aircraft equipment varies in presentation. Another DME which is not collocated: this will result in two fixes: a good and false one. In
common installation uses a remote display slaved this case, a second VOR is required:
to the NAV1 or NAV2 frequency
• The DME is operated in the standard S-I-D manner: the device turned on, the
correct frequency is selected (remote or direct entry), the station is idented and the
display is verified to be indicating a sensible reading c A second VOR position line is needed
to confirm which DME fix is good
• The actual distance display will be that of a line from the ground station to the
aircraft – the “slant distance”. The difference between slant distance and ground
distance is small at lower altitudes and distances of more than a few miles, but
overhead a DME facility at 6000’, the display will read 1nm.
b b
42
5 . V OR, DM E a nd ba sic proc e dure s
d. T he DM E Arc
43
5 . V OR, DM E a nd ba sic proc e dure s
e . T he V OR H old (se e a lso Pha se 6 for de t a il on H old proc e dure s)
• To learn to fly a published VOR hold to the • Current charts, Instrument ground checks, • ½ scale deflection
Aim Airmanship Performance
required standard using an HSI and RMI FREDA, S-I-D • +/- 5kts, +/- 5O, +/- 100’
Wind
180/20
44
5 . V OR, DM E a nd ba sic proc e dure s
f. T he V OR Approa c h: flying t he EGJ B V OR DM E Rw y 2 7 proc e dure
• To fly the published VOR Rwy27 procedure • Planning, charts & plates , instrument • ½ scale deflection
Aim Airmanship Performance
and missed approach to IR Test standards ground checks, SID, MDA • +/- 5O, +/- 5kts, +/- 100’; MDA +50’/-0’
Crossing
C i ththe IAF
IAF: Established on
At the FAF 2 Engine
ATIS received Time- Turn-Talk inbound track
Check Alt
Approach briefing complete
Pumps ON Start time Flap 10
Radio/Altimeter/Ice checks
Lights ON
2000’ 2000’
• The “Approach
Approach Briefing”
Briefing is a
review and call-out of the
Flap up
Fl
applicable items on the 18” 2400rpm 1000’ 3 greens 0.4d before FAF
Jeppesen “Briefing Strip” 120KIAS 3.0 Reds 0.2d before FAF
(see page 61) – ie. primary Gear Down
Blues
facility, final approach track, Flap 20
minima, MSA and missed Greens
approach
680’
680
Not visual; at the MAP: MDA
Go-around 660’
M 22” MAX rpm
Smoothly apply full power 100KIAS
Simultaneously
Pitch up +8O Level-off
drag
d ag Flap
ap retract
et act
Gear retract and secure 2.5 5.6
Just before the procedure turn, set
Flap up in stages
the HSI OBS to the inbound track
100KIAS of 274O. Use the heading bug for
Cleared to descend with the proc. the 139O and 319O tracks and
Climb Altimeters x-checked then intercept the HSI needle
25” 2500rpm Established +/- 5O on inbound track
094O 7 6
7.6
3.0
45
Cont e nt s
46
6 . N DB t ra c k ing, holds a nd proc e dure s
a . T he ADF re c e ive r a nd RM I
• To learn to use the ADF and RMI for both • Current charts, Instrument ground checks, • To learn to track within 5O
Aim Airmanship Performance
tracking and position fixing FREDA, S-I-D & +/- 5kts, +/- 100’
Air Exercise (i) : Use of ADF Air Exercise (ii) : Use of RMI
• N
Non-Directional
Di ti lBBeacons (NDBs)
(NDB ) operate t bbetween
t 200
200-800
800 kHz
kH iin th
the L
Low andd • Th
The RMI iinstrument
t t combines
bi a compass card,d slaved
l d ffrom th
the HSI master
t
Medium frequency bands (European NDBs are in the 225-455kHz range) compass, with 2 needle pointers indicating magnetic bearing to radio aids.
• Enroute NDBs have a range of ~100nm and airfield locator beacons ~20nm • In the Bendix/King KI229 instrument, the narrow green needle is a VOR pointer,
• The Automatic Direction Finder receiver (example below) is used to obtain the NDB whose source may be selected between the NAV 1 and NAV 2 radios, and the
station bearing from the aircraft, which is displayed on the Radio Magnetic Indicator wide yellow needle is the ADF pointer. Other models of RMI may have slightly
(RMI) or the ADF Indicator (this manual only refers to the RMI) different styles of needle presentation and selection.
NAV 1
Aircraft magnetic
heading reference
RMI
ADF 1
NAV 2
2
• With a Nav Aid selected and idented, the RMI needle head displays QDM
(magnetic bearing to the facility) and the tail displays QDR (magnetic bearing from)
• Tracking to an NDB (or VOR) is performed by turning the aircraft on to the head of
the needle (ie. the QDM) and adjusting heading for estimated drift.
47
6 . N DB t ra c k ing, holds a nd proc e dure s
a . T he ADF re c e ive r a nd RM I c ont inue d
Air Exercise (iii) : Dip Error • Dip Error is higher when the aircraft is:
• An ADF indicates QDM by rotating a loop antenna to find the “null position” when the - heading directly towards or away from the beacon
antenna plane is as perpendicular as it can be to the vertically polarised NDB - nearer the beacon
transmission. However, the QDM is only accurate in flight with wings level. - at a higher altitude
• The plane of the loop antenna is vertical and the radio signals from the NDB are received Near and high, the NDB transmission Far and low, the transmission is
at an upward tilt, because the aircraft is above the transmitter. In un-banked flight (level, is received by the vertical elements of almost perpendicular to the
climbing or descending) this tilt does not matter, because no rotation of the loop left or loop antenna at a higher tilt angle plane of the loop antenna, so
right will result in a better “null” the vertical elements receive it
symmetrically even when the
NDB
aircraft is banked
Aircraft banks
and vertical ...so motor
elements of loop rotates the loop
antenna are no in the direction
longer in null of the bank to
Vertical elements position....... achieve a null
of loop antenna In both examples below, the loop antenna (with a vertical element at each end)
in null p
position is in the null position
position, perpendicular to the direction of the NDB transmissions
Heading to/from the beacon, a bank
will induce an imbalance in reception
between the two vertical elements,
as described on the LHS of the page
True QDM is still With the beacon abeam the aircraft, any bank will result in
360, but in a bank, both vertical elements tilting symmetrically with respect to
the RMI needle the NDB transmission, so no Dip Error is induced
“dips” into the turn,
and the Indicated
• Dip Error always results in the needle moving from the correct QDM towards the
QDM has a Dip Error
low wing in a bank. A typical error in a Rate 1 turn, whilst heading to or from a
b
beacon, iis 7 d
degrees.
• If the aircraft is heading towards the beacon, the two vertical elements of the loop
antenna will be aligned perpendicular to the flight path. If the aircraft is banked, the
antenna motor will find a new null position by rotating the loop slightly into the turn and
Actual QDM 020 Actual QDM 020 Actual QDM 020
thus making the loop plane closer to perpendicular to the NDB signal. This will result in a
Banked left Wings level Banked right
QDM indication with Dip Error
• This e
explanation
planation is simplified rather than rigoro
rigorous.
s A modern ADF recei
receiver,
er like the KR87
KR87, uses
ses the
phase relationship between a number of fixed loops to electronically resolve the azimuth of the
NDB signal.
• Note that the VOR does not suffer from Dip Error Indicated QDM 012 Indicated QDM 020 Indicated QDM 028
48
6 . N DB t ra c k ing, holds a nd proc e dure s
b. N DB t ra c k ing int roduc t ion
Air Exercise (i) : Judging intercept and correction headings • Heading 090, QDM 075 Track Intercept example 1 • Heading 035
• Desired track is QDM 120 1.Identify current QDM: 075 • QDM 075 being “pushed“ to 120
2.Note desired QDM change (in the 4
1 2
Illustration of “pushing the head” and shortest direction): needle head
“pulling
pulling the tail
tail” of the needle needs to be pushed rightg by y 45O
3 3.Determine the intercept heading
(eg. 60O) referenced from the
desired QDM in the opposite
Using this understanding of how the needle direction to the QDM change. If
moves on any given heading, a suitable that is close to the current QDM
intercept heading to achieve a desired QDM (needle won’t be pushed enough),
or QDR may y be determined (see
( examples)) use a larger intercept (eg. 90O)
4. Turn on to intercept heading
(eg. 120-090O = 030)
49
6 . N DB t ra c k ing, holds a nd proc e dure s
b. T ra c k ing t o a n N DB
• To learn to use the ADF and RMI for both • Current charts, Instrument ground checks, • To learn to track within 5O
Aim Airmanship Performance
tracking and position fixing FREDA, S-I-D & +/- 5kts, +/- 100’
Wind 010/20
QDM
065
50
6 . N DB t ra c k ing, holds a nd proc e dure s
b. T ra c k ing from a n N DB
• To learn to use the ADF and RMI for both • Current charts, Instrument ground checks, • To learn to track within 5O
Aim Airmanship Performance
tracking and position fixing FREDA, S-I-D & +/- 5kts, +/- 100’
Air Exercise (iii) : Intercepting and holding a specified track from a beacon
QDR
059
1.Tune and identify the NDB (SID)
2.The needle tail will indicate QDR from the beacon (020)
4. As the needle approaches the required QDM,
regardless of the heading of the aircraft.
allow enough lead-in to turn the aircraft onto the Required track
Always use the needle tail to track from a beacon, as this
required track. QDR 064
will show the radial you are on (QDR) and remind you the
Use the 1-in-60 rule; for example, a 60 O rate 1
aircraft is tracking away
turn at 120kts needs ~0.5nm, so at 3nm from the
3 Determine the direction to turn and the intercept angle
3.
beacon a lead-in of 10O could be used (ie. QDR
(in this example the existing heading of 090 is already
054) since 10O @ 3nm is ~0.5nm (1-in-60)
pulling the needle tail around towards the desired QDR of QDR
064. However, this is a modest intercept angle of 26O, a 069
60O intercept is illustrated on a heading of 124)
Wind
310/20
7. Once the QDM is re-intercepted,
maintain a drift-assessed heading
and monitor the needle tail
6 ...turn
6. turn the aircraft left by 2x the QDM error
(eg. in this example, error is 5O, so turn left
from 064 to 054) to re-intercept the QDM
Summary Notes
• Correcting a QDM track when the head of the needle has drifted from the heading, you turn into and through the needle head,
to set up a relative bearing that will “push” it back on to the desired QDM.
• Correcting a QDR track when the tail of the needle drifts off, you turn away from the tail, to “pull” it back onto desired QDR
• Correction angles can be 2x the track error, or 3x to account for stronger drift. However, near the beacon, limit corrections to
th DME di
the t /10 F
distance/10. l att 1
For example, ti = 10O; att 0
1nm, max correction 5
0.5nm, ti = 5O; closer
max correction l th 05
than 0.5nm, you are
in the cone of confusion, so hold a drift-assessed heading.
• The closer you are to the beacon, the smaller the correction angle and the larger the lead-in angle
51
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding proc e dure s (i) T he I CAO holding pa t t e rn
Standard hold with right-hand turns 1 Hold begins at the holding fix
“H ldi side”
“Holding id ”
52
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding proc e dure s (ii) T he I CAO hold e nt ry proc e dure s
30O
Se c t or 1 :
Pa ra lle l Ent r y
After crossing the fix, the Parallel Entry is flown by turning
onto the reciprocal of the inbound track and maintaining
this for 1min outbound, before turning left to track directly
Heading to the fix at 70O from the back to the beacon (or, alternatively, to intercept the
• The mnemonic P-O-D can be used to inbound track to the non-holding side inbound track)
Note that the parallel leg is flown on the non-holding side, you
remember the 3 entry names h ld not attempt to iintercept the
should h reciprocal
i l off the
h inbound
i b d lleg.
(Parallel-Offset-Direct for sectors 1-2-3)
53
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding proc e dure s (iii) Ex a m ple of non-st a nda rd (le ft ha nd) holding pa t t e rn
54
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding pa t t e rns a nd proc e dure s (iv) Flying t he BI A hold (st ill a ir)
• To enter and fly the published BIA hold to • Current charts, check Weather and Wind • Establish inbound track within 5O for 30s,
Aim Airmanship Performance
IR test standards aloft, S-I-D, time-turn-talk +/- 5kts, +/- 100’
Monitoring progress of inbound turn (example in still air) • Select and identify the BIA NDB 339
• Select and identify the IBH/IBMH DME 110.5 1. Start 1min timing abeam
i turn, the heading should be 168 (with 90 O
Halfway around the turn • Set holding power (BE76: 18”MP 2400RPM 120KIAS) the facility or wings level,
level
of turn remaining) The true QDM should be 093, and the • Perform hold checks (Arrival) whichever is later
indicated QDM should be ~093 (abeam, hence no Dip Error) • Execute correct Sector Entry (see previous page) then
ii With 60 O of turn remaining, the heading will be 138. The true
QDM should be 088, and the indicated QDM should be ~086 2. If the 30 degree gate is reached prior to the 348 QDR
(Dip Error is smaller when closer to the abeam position) timing expiring, turn to fly along the gate
the 30O “gate”: 3 At the
3. th end d off the
th timing,
ti i commence a Rate
R t 1
iii With 30 O of turn remaining, the heading will be 108. The true turn to the left
QDM should be 083, and the indicated QDM should be ~078 288 QDR 258O 348
258
2.5
approximate DME indication for a
correctly flown hold at 120KIAS
0 9
0.9
4. Monitor the RMI to assess
i
the progress of the turn
168
168 (See expanded view on left)
ii
iii 15O
10O
2.2 5O 0.5
• If the turn appears to be too wide, continue the turn onto a heading (eg. 070) to intercept the inbound track. Do not wait to roll-out onto the
inbound heading and then realise you need to correct to the north; it is better to anticipate the Dip Error and the true QDM whilst in the turn.
Remember, you may not tighten a turn by exceeding Rate 1
• If the turn appears to be too tight, roll out on a 30 degree intercept (position iii) and wait for the indicated QDM to reach 083 (the indicated QDM
will be accurate when wings level) and then complete the turn. You should do this in preference to reducing the rate of turn below Rate 1
55
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding pa t t e rns a nd proc e dure s (v) Effe c t of w ind on t he BI A hold
Basic Wind We have little flexibility on 3 of the 4 legs of the hold: we must turn at
Effect of Wind Rate 1, and we must fly the inbound track. Therefore, the outbound
Corrections heading and timing is the main adjustment we can make for wind
The ICAO hold specifies 1min outbound, and No correction for wind
the holding area is designed to accommodate
Easterly The timing will begin when the effects of wind. At light aircraft speeds, we
wings are level, well beyond will remain within the holding area under any
the abeam point; thus the conceivable easterly wind strength, so there is
entire hold is elongated no need to reduce the outbound leg timing. We
fly the hold as if it were still air, and accept the
resulting flight path.
56
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding pa t t e rns a nd proc e dure s (vi) Flying t he BI A hold w it h w ind c orre c t ion (pa ge 1 )
• To enter and fly the published BIA hold to • Current charts, check Weather and Wind • Establish inbound track within 5O for 30s,
Aim Airmanship Performance
IR test standards aloft, S-I-D, time-turn-talk +/- 5kts, +/- 100’
Estimating the wind and wind components at altitude Applying corrections to the still-air BIA hold procedure
There are 4 adjustments we can make to the hold:
• Refer to the Met Office Form 214 50N 0230W 1. Apply Drift to the Outbound heading 3
2
258O1
(Low Level Spot Wind) forecast 24 350 40 -33 2. Adjust the Outbound timing
appropriate to the time of flight 18 340 40 -21 3. Adjust the Gate angle
• The 50N 0230W box is the best one to 4. Hold an intercept during the Inbound turn
10 340 30 -05 4
use for the EGHH area
• Interpolate for the likely holding level,
05 320 25 +05 1. Apply Drift to the Outbound heading
1
eg. 4000’ 02 290 10 +11 We may use 3x the estimated Drift on the outbound leg, to account for the effects of drift
01 280 10 +13 during the 2 turns and the leg itself. However, the actual drift experienced will reduce as
the correction brings us closer to the wind direction. In this case, 3x 8O drift gives a heading
• In this example, 4000’ is 2/3rds of the way from the “02” to the “05” forecast of 258 + 24 = 282. We may chose to apply 2.5x drift instead, for an Outbound Heading of
levels. So we estimate: 278.
There
e e is
s no
o pa
particular
t cu a formula,
o u a, we
e just est
estimate
ate a su
suitable
tab e co
correction
ect o bet
between
ee 2x a
and
d33x d
drift.
t With
t a
- wind direction = 2/3rds(320 290) + 290 = 20 + 290 = 310 O
2/3rds(320-290)
more northerly wind, we might use 3x; with a more westerly one, 2x drift
- wind speed = 2/3rds(25-10) + 10 = 10 + 10 = 20kts
2. Adjust the Outbound timing
• Hence, estimated wind is 310/20
We can add 1.5s to the timing for every knot of headwind component, so our Outbound
time = 60s + 1.5 x 15kts = 1min 23s
Estimating Drift and Head/Tail Wind Component
After we first pass the beacon on the inbound track (ie. not an Entry track), we can time
• We use the 1-in-60
1 in 60 rule, in the form of: Max Drift angle = Wind Speed * 60 how long it takes to reach the Abeam position
position. In still air
air, this will be 60s
60s. The actual time
TAS thus measured can be used for our Outbound timing, since it will accurately reflect the
• In this example, using 120KTAS as the holding speed, the Max Drift is effect of wind on a notional 60s leg.
(20kts wind speed * 60) / 120KTAS = 10O 3. Adjust the Gate angle
Wind With a northerly wind component, even if we turn inbound from exactly the right position on
• We use a simple rule of thumb to 310/20 90O the 30O gate, our Rate 1 turn will be elongated southwards beyond the Inbound track. We
f t the
factor th max drift
d ift and
d wind
i d speed
d 60O can’t tighten the turn, so instead we adjust the gate to the north by a Single Drift angle of
for the angle between the aircraft 1x 8O. The Gate QDR becomes 288O + 8O = 296O.
track and the wind: Combined with the longer timing, this should mean that we start our Inbound turn north of
• In this example, the wind is at ~50O 30O 0 .8 x the actual hold pattern, allowing us to roll-out from the elongated turn on the inbound track
to the desired track, so we use 0.8x
4. Hold an intercept during the Inbound turn
• Hence,
Hence
0 .5 x During the inbound turn
turn, we monitor the RMI to assess progress
progress. Our only option for
0O adjustment during this turn is to hold an intercept heading, eg. rolling wings level with 30O
Drift = 0.8 * 10O = ~8O
Headwind = 0.8 * 20kts = ~15kts 258O to go. This is most likely in the case of a Southerly wind squashing the turn, but it may be
needed when flying this example if we have over-corrected for drift
57
6 . N DB t ra c k ing, holds a nd proc e dure s
c . H olding pa t t e rns a nd proc e dure s (vi) Flying t he BI A hold w it h w ind c orre c t ion (pa ge 2 )
• To enter and fly the published BIA hold to • Current charts, check Weather and Wind • Establish inbound track within 5O for 30s,
Aim Airmanship Performance
IR test standards aloft, S-I-D, time-turn-talk +/- 5kts, +/- 100’
5. The first time outbound after the entry, use the estimate of
60s + 1.5x HW of 15kts = 1min 23s for the outbound leg timing. 2. Start the timing abeam the facility or wings level,
On the second hold, time from the fix to the abeam point and whichever is later.
use this time for the outbound leg
Wind 310/20 6. When the time expires, turn left at Rate 1 to intercept the
In this example the turn is likely to be completed
well before the Abeam position, so the timing will
estimated drift: 8O inbound track start abeam
estimated H/W comp: 15kts
3. Use a gate adjusted with 1x drift: hence 288
+ 8 = gate QDR of 296 348 QDR 1. Roll out of the Outbound turn on the
4. If this gate is reached prior to the timing Drift Assessed heading of 282
Adjusted gate: expiring, turn to fly along the gate (using 2.5x drift on the track of 258)
Track with 296 QDR 258O
wind correction
2.5 0.9
7. Monitor the RMI to assess the progress of the 078O 8. Maintain the inbound track, using initially the
estimated drift of 8O. Correct as required, and if
turn eg, with 30 O of turn remaining to the
a different drift angle is apparent, use this for
inbound track, the heading will be 108. The true
the next outbound leg
QDM should be 083, and the indicated QDM
should be ~078
58
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (i) t he ba sic N DB proc e dure
Flap up Pumps ON
18” 2400rpm Lights ON
120KIAS Flap 10
14” 2500rpm
14 R t 1 turn
Rate t tto
120KIAS Level-off intercept final
Descend 18” 2500rpm approach track
Arrival segment 120KIAS
59
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (i) t he ba sic N DB proc e dure
Approach briefing complete Crossing the IAF: Cleared to descend Single Engine
ATIS received Time- Turn-Talk Altimeters x-checked
Radio/Altimeter/Ice checks Established +/- 5O on outbound track
Differences from
2 Engine procedure
Flap up Pumps ON
underlined
22” MAX rpm Lights ON
120KIAS Flap defer
14” 2500rpm
14 R t 1 turn
Rate t tto
120KIAS Level-off intercept final
Descend 22” 2500rpm approach track
Arrival segment 120KIAS
60
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (ii) EGH H N DB DM E Rw y 2 6 proc e dure c ha rt
61
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (ii) EGH H N DB DM E Rw y 2 6 proc e dure c ha rt (c ont ’d)
Recommended
Altitude at DME fix
Pilot may elect to fly this, “Locator” NDB
or a steeper profile which Recommended
remains at/above the “grey continuous
box” mandatory minima descent profile
Threshold
Crossing Height Recommended
on recom’d profile profile altitude at fix
Profile View
Missed
Approach
Point Grey box shows mandatory Missed
minimum altitude in segment Approach
Icons
On some
charts, depicts
Lighting Box initial actions
Conversion table on the missed
May also include timing Details ALS, VASI/PAPI &
approach
from FAF to MAP REIL. Blank if not installed.
Note: exceeds UK Single Aircraft Approach Categories can be read across from
Pilot RVR minimum of 800m the left to Max Circling speeds here. A pilot may elect
to fly a higher speed and use the appropriate minima
Aircraft Approach Categories
(BE76 is Cat A)
Approach
A h Minima
Mi i
62
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (ii) flying t he EGH H N DB DM E Rw y 2 6 proc e dure
• To fly the published NDB Rwy26 procedure • Planning, charts & plates , instrument • within 5O, +/- 5kts, +/- 100’
Aim Airmanship Performance
and missed approach to IR Test standards ground checks, SID, MDA • MDA +50’/-0’
63
6 . N DB t ra c k ing, holds a nd proc e dure s
d. T he N DB Approa c h (ii) flying t he EGH H N DB DM E Rw y 2 6 proc e dure
• To fly a single-engine NDB Rwy26 and • Planning, charts & plates , instrument • within 5O, +/- 5kts, +/- 100’
Aim Airmanship Performance
missed approach to IR Test standards ground checks, SID, MDA, engine checks • MDA +100’/-0’
64
6 . N DB t ra c k ing, holds a nd proc e dure s
e . T he Circ le -t o-La nd
65
Cont e nt s
66
7 . Ra da r proc e dure s
a . T he T ra nsponde r
ALT
3073 PRESSURE ALT
Fl 055 X X X X
3042
x
Triangle appears
around a return
Display includes 045 when the IDENT
airways, airspace button is pressed
Function display (eg. pressure
Active Mode A code boundaries, VRPs,
altitude from encoder selected)
runways, etc
• Code selection does not require changing to STBY mode; a new code will 3073
become active only after the fourth digit is entered. The “CLR” button moves the 055
cursor back to the previous digit. The “CRSR” button cancels a new code entry,
reverting to the previous code
• Use the “IDENT” button only when requested by ATC; press once
Mode A code Mode C altitude
• The “VFR” button selects a previously configured code (usually 7000 in Europe)
• The GTX330 is a Mode S transponder,
p and Item 10 of the FPL should end with “/S” • The Mode C altitude derives from an Encoder in the aircraft which supplies
pp altitude
• There is no test button, the unit will display “FAIL” prominently if it malfunctions data to the Transponder
• This Encoder is not adjustable by the pilot, and it always operates from the
Standard squawk codes standard 1013 hPa barometric reference
• 7000 Conspicuity (used VFR or IFR when not assigned a code by ATC) • Thus, the altitude information ATC receives is Pressure Altitude, irrespective of the
• 7500 Hijacking 7600 Radio Failure 7700 Emergency pressure setting on the aircraft altimeters
• 2000 FIR Boundary y crossing
g when no code assigned
g by
y ATC • The Transponder
p also replies
p to interrogations
g from aircraft ACAS ((Airborne
• Avoid selecting 7500 and any code in the range 7600-7777 (unless required, or Collision Avoidance System) equipment and other active traffic interrogating
directed by ATC); these codes trigger alerts in various automated facilities devices. There are also passive traffic alerting systems that monitor replies to SSR
interrogation in areas of SSR coverage only.
67
7 . Ra da r proc e dure s
b. T he Surve illa nc e Ra da r Approa c h (SRA) for EGH H Rw y 2 6
• To fly an SRA Rwy 26 and missed • Planning, charts & plates , instrument • within 5O, +/- 5kts, +/- 100’
Aim Airmanship Performance
approach to IR Test standards ground checks, SID, MDA • MDA +50’/-0’
68
7 . Ra da r proc e dure s
c . Flying a Ra da r-V e c t ore d EGH H N DB DM E Rw y 2 6 a pproa c h proc e dure
• To fly a Radar-Vectored NDB 26 procedure • Planning, charts & plates , instrument • within 5O, +/- 5kts, +/- 100’
Aim Airmanship Performance
and missed approach to IR Test standards ground checks, SID, MDA • MDA +50’/-0’
18” 2500rpm
At the FAF
120KIAS
Check Alt 1500’
Start time
3 greens 0.4d before FAF
4.0 0.2d before FAF
710’
710 Gear Down
MDA Flap 20
410’
Not visual; at the MAP: M
Go-around
2.0 4.5
Smoothly apply full power 22” MAX rpm
Simultaneously
Pitch up +8O 100KIAS Rate 1 heading changes
drag Flap retract Level-off as directed by ATC
Gear retract and secure
Flap up in stages
100KIAS
Climb
25” 2500rpm Radar turns aircraft
onto intercept for
1000’ Reds, Blues, Greens final approach track
and asks pilot to
255O call established
69
Cont e nt s
70
8 . I LS
a . T he I nst rum e nt La nding Syst e m (i) T he Be ndix /K ing K CS 5 5 A Com pa ss Syst e m
Slaving Control
• The KA 518 Slaving Control and Compensator Unit is panel-mounted and provides a means of
selecting either the “slaved gyro” or “free gyro” modes. The unit also contains a meter which
indicates when there is a difference between the KI 525A compass card and the aircraft’s
magnetic heading as signalled by the flux compass
• When the unit is first powered up, if the KCS 55A System is in the slaved KA 518
gyro mode, the compass card will automatically fast slave at the rate of
180 degrees per minute to align the gyro to the magnetic heading. This
movement should be distinctly visible to the pilot
• If required, the KCS 55A System may be operated in free gyro mode, and
the manual slave switch used to align the system with the indication of
the standby magnetic compass
• Note: there is no flag to indicate that the slave mode is not engaged, or to
warn of a failure of either the slaving system or the flux compass.
Therefore, the HSI heading should be checked periodically against the
standby magnetic compass
• The checklist used for IR Training includes a pre-flight check of gyro and
magnetic compass alignment, and of the operation of the slaving control CCW/CW = counter
clockwise and clockwise
71
8 . I LS
a . T he I nst rum e nt La nding Syst e m (ii) T he Loc a lise r a nd Glide slope
• The ILS ground equipment consists of two radio services The Localiser and Glideslope are considered to be 5O
- a Localiser (LOC) transmission providing horizontal (or ‘azimuth’) guidance and 1.4O wide, respectively, since this is the deflection
- a Glideslope (GS) transmission providing vertical guidance limit of typical deviation instruments (although a signal is
• The combination of Localiser and Glideslope meets the ICAO criteria for a Precision Approach present outside these boundaries)
0.7O
The Localiser track is normally aligned with the 1.4O
runway; if there is a small offset, the angle will be
0.7O
published on the chart. The chart may also detail a Glideslope
Localiser-only (non-precision) procedure to be used if
the Glideslope is unavailable 2.5O
Localiser
2.5O
Typically, the centre of the
5.0O
glideslope is 3O above the
horizontal. The exact angle will
be published in the procedure
chart; the ICAO standard is
between 2.5O and 3.5O. Some
runways may require a steeper
approach, which is normally
restricted to specifically
approved aircraft and flight
crews.
crews
The CDI needle (or ‘beam bar’) represents
the Localiser track relative to the aircraft
position at the centre of the scale.
The Glideslope Pointer represents the
desired glide path relative to the aircraft
p
position at the centre of the scale. Each dot of deviation represents 0 5O;
0.5
Full-scale deflection indicates a deviation of the sensitivity is 4x that of a VOR
0.7O or greater. Different instruments have
different kinds of marking; in this example Full-scale deflection indicates a deviation of 2.5O or greater, ie. the aircraft
one dot = 0.35O deviation could be exactly on the boundary of the localiser, or well beyond it.
• If a full-scale deflection in either the LOC or GS occurs, we must initiate a missed approach, since it is not safe to attempt to correct an effectively
unknown deviation. ILS obstacle clearance buffers are designed assuming that the aircraft flies to within half-scale deflection, hence this is the
performance standard for the IR
72
8 . I LS
a . T he I nst rum e nt La nding Syst e m (iii) Flying t he Loc a lise r
258O
As the aircraft progresses down the Localiser, smaller heading
changes are required for a given needle deflection. In this example,
the grey arrow represents a correcting turn which would be fine at
5nm, but which is excessive in the narrower Localiser at 2nm
• The “golden rule” for flying the Localiser is to action corrections on the AI with reference to the HSI
73
8 . I LS
a . T he I nst rum e nt La nding Syst e m (iv) Flying t he Glide slope
Since POWER + ATTITUDE = PERFORMANCE, the correct power and attitude should result in the aircraft
y gp
flying y down the 3O g
precisely glideslope
p jjust as easily
y as maintaining
g level flight.
g The rate of descent required
q is
a function of groundspeed. A rule-of-thumb is ROD fpm = 5x Groundspeed kts. The approach chart also has
an accurate table of this relationship.
6.
6 FlFlying
i the
h glide,
lid the Glideslope
h Glid l Pointer
P i iis a reference
f
Both Power and Attitude are used to adjust the glide. If the ASI is indicating the correct speed, then
make small attitude corrections. For example, if the aircraft goes above the glide and:
- if speed is high > reduce power a touch, and pitch down a small amount
- if speed is correct > pitch down a small amount, monitor ASI and reduce power a fraction if req’d
- if speed is low > pitch down a small amount (and the speed should increase)
.... and vice-versa for deviations below the glide
As the aircraft progress down the Glideslope, smaller pitch changes are needed to correct a given pointer deflection. In this example, the grey arrow
represents a correcting pitch-down which would be fine at 5nm, but which is excessive in the narrower Glideslope at 2nm.
Remember, the LOC needle and GS pointer are Indicators only, of relative position. They are not Directors, so a half-scale deflection does not mean
a significant attitude correction is appropriate. Approaching the DA, the LOC and GS ‘cone’ is so narrow, that only very small corrections are needed.
• The “golden rule” for flying the Glide is to action corrections on the AI with reference to the ASI and Power
74
8 . I LS
b. I LS Approa c h (i) t he ba sic I LS proc e dure
Flap up Pumps ON
18” 2400rpm Lights ON
120KIAS Flap 10
14” 2500rpm
14
120KIAS Rate 1 turn to
Level-off
Descend intercept Localiser
18” 2500rpm
Arrival segment 120KIAS
75
8 . I LS
b. I LS Approa c h (i) t he ba sic I LS proc e dure
76
8 . I LS
b. I LS Approa c h (ii) EGH H I LS DM E Rw y 2 6 proc e dure c ha rt
77
8 . I LS
b. I LS Approa c h (ii) EGH H I LS DM E Rw y 2 6 proc e dure c ha rt (c ont ’d)
Glideslope Altitude
at DME fix
Also a recommended profile “Locator” NDB
for the non-precision Mandatory
LOC-DME procedure glideslope
descent profile
Threshold
Crossing Height
Profile View on glideslope
Decision Altitude
(we do not need to add Aircraft Approach Categories can be read across from
PEC, as per Alt calibration the left to Max Circling speeds here. A pilot may elect
in BE76 Flight Manual) to fly a higher speed and use the appropriate minima
Approach
A h Minima
Mi i N P i i
Non-Precision
Approach (NPA)
Min if Approach minima when
Note: 550m is below Lights out of Glideslope not used
the UK Single Pilot service
RVR min of 800m, so
we use 800m
78
8 . I LS
b. I LS Approa c h (iii) Flying t he EGH H I LS DM E Rw y 2 6 proc e dure
• To fly the published ILS Rwy 26 procedure • Planning, charts & plates , instrument • half-scale deflection LOC & GS
Aim Airmanship Performance
and missed approach to IR Test standards ground checks, SID, DA • +/- 5kts, +/- 100’, DA +50’/-0’
79
8 . I LS
b. I LS Approa c h (iii) Flying t he EGH H I LS DM E Rw y 2 6 proc e dure
• To fly a single-engine ILS Rwy 26 and • Planning, charts & plates , instrument • half-scale deflection LOC & GS
Aim Airmanship Performance
missed approach to IR Test standard ground checks, SID, DA, Engine checks • +/- 5kts, +/- 100’, DA +100’/-0’
80
8 . I LS
b. I LS Approa c h (iii) Flying a Ra da r-V e c t ore d EGH H I LS DM E Rw y 2 6 proc e dure
• To fly a radar-vectored ILS Rwy 26 and • Planning, charts & plates , instrument • half-scale deflection LOC & GS
Aim Airmanship Performance
missed approach to IR Test standards ground checks, SID, DA • +/- 5kts, +/- 100’, DA +50’/-0’
Approach briefing complete Flap up Pumps ON ATC may give you a higher
ATIS received Cleared to descend Lights ON platform level for the base turn
18” 2400rpm
Radio/Altimeter/Ice checks Altimeters x-checked Flap 10 and intercept of the LOC. eg. 2 Engine
120KIAS 2000’. In this case, the FAP
14” 2500rpm
At or above MSA becomes the intersect of LOC
120KIAS and GS at 2000’ (ie. ~6nm)
At the FAP
Check Alt
2000’
2000
and DME
18” 2500rpm
1000’ Reds, 1500’ 120KIAS
Blues, Greens
3 greens ½ scale above GS
4.0 ¼ scale above GS
DA Gear Down
200’ Flap 20
81
Cont e nt s
82
9 . Airw a ys I FR
a . (Ra diot e le phony) RT F (i)
• This section includes only some key points on RTF relevant to the IR course and training routes from Bournemouth
• The best sources for information on UK RTF are the appropriate CAA publications, in particular:
• However, there is not a “formula” for every RTF situation. If in doubt, use the standard phraseology and state the message in a
simple, direct way, paying particular attention to clearance items such altitude/level, headings, procedure names etc.
83
9 . Airw a ys I FR
a . RT F (ii)
84
9 . Airw a ys I FR
a . RT F (iii)
Exam 01 Cleared to the BIA Exam 01, You must read this clearance back in full. You
Cleared to the BIA Maintain 4000’ 1017 When established on the do not need to report “Localiser established”,
localiser, descend on the or descending on the glideslope, since neither
Maintain altitude 4000’ QNH Wilco, Exam 01
ILS has been requested
1017
Report
p takingg up
p the hold Cross the BIA:TURN-TIME then TALK:
However, if ATC do need to impose a descent restriction, this could take place either
Taking up the hold Outbound and/or on the Final Approach. For example:
Exam 01 After vectoring for Localiser intercept on the ILS
Exam 01, Report established on the
When you have completed holding practice, you may request an approach, typically Report established on the localiser
whilst in the outbound ((ie. westbound at EGHH)) leg
g of the hold: localiser Maintainingg 2000’ QNH 1017
Maintain altitude 2000’ Exam 01
Exam 01
QNH 1017
Westbound in the hold
Exam 01 Request NDB 26 procedure Exam 01
Cleared for the NDB 26 Exam 01, Localiser Established
procedure Descend on the ILS
Maintain 4000’ QNH 1017
Q
Report beacon outbound Descend on the ILS
Report 3DME
QNH 1017
In the case of Rwy 08 procedures, you will receive a “next time over the beacon, Report 3DME
cleared for the procedure” or a direct clearance to continue outbound into the procedure Exam 01
85
9 . Airw a ys I FR
b. Alt im e t ry a nd c ruising le ve ls
WEST EAST
= =
EVEN ODD
Note that a sector starts with its first cardinal point
and ends one degree short of its last one
ie. 000-179, 180-359, 090-179 etc
• Flight
g Levels are available in 500’ increments. The Transition Level ((TL)) is the first Flight
g ATC may clear you to levels other than the Semicircular Rule ones if traffic
Level above the Transition Altitude management requires this. Some charted routes may have a different (opposite) rule
for example, with a TA of 3000’ published (eg. see N864 BCN to BHD)
QNH TL QNH TL The rule to remember is that low QNH “raises”
the Transition Level. A low QNH means that
992 FL40 1014 FL30
3000’ on the QNH will be above 3000’ on 1013
IFR flight outside Controlled Airspace above 3000’
QNH TL QNH TL (ie. FL30), therefore the Transition Level must
1013 FL35 1033 FL25 b hi
be higher...and
h d vice-versa.
i UK Quadrantal Rule
is mandatory
• At or below the Transition Altitude, QNH is set on Altimeter #1 and Altitudes are flown
• Above the Transition Altitude, 1013 is set on Altimeter #1 and Flight Levels are flown, Even Odd
starting with the level 500’ above the Transition Level , because the TL itself may be as + 500’
little as ~30’ above the TA, depending on the QNH
Odd +
• The exception to the above is when inside controlled airspace: Even
500’
- if cleared to climb from an altitude to a flight level, you immediately set 1013
- if cleared to descend from a flight level to an altitude, you immediately set QNH
• These rules for the #1 Altimeter setting aid vertical separation by ensuring that potentially The exemptions to the mandatory Quadrantal rule are
conflicting traffic is using the same pressure reference. Altimeter #2, however, is always 1. When operating under a De-Confliction service
set to QNH for terrain separation, since charted elevations are altitudes rather than FLs. 2. When operating under an ‘Advisory Approach Control Service’, a procedural
i ffrom a non-radar
service d A ApproachhCControl
t l unit
it outside
t id controlled
t ll d airspace
i
• The UK has 21 “Altimeter Setting Regions” (ASRs) each with a reported QNH. Inside an 3. Holding outside controlled airspace.
ATZ, or within the boundaries of a CTR, CTA or TMA, the QNH reference used is the 4. Climbing or descending to a level in order to comply with a clearance to join or
Airport reported QNH. Outside of these areas, the ASR QNH is used. cross controlled airspace.
86
9 . Airw a ys I FR
b. T a ble of a lt im e t e r se t t ing proc e dure s
Arrival to IAF
Arrival and Arrival and
Approach
pp oac Airport
po t QNH
Q Airport
po t QNH
Q
L di
Landing L di
Landing
Missed Approach
The rules for when to use Airport QNH vs ASR QNH are identical for Altimeter #1 (traffic)
and Altimeter #2 (terrain) – ie. If QNH is used on Alt #1, it is the same setting as on Alt #2
87
9 . Airw a ys I FR
c . I nst rum e nt de pa rt ure s
• To fly an instrument departure in a multi- • Planning, charts & plates, instrument • Follow ATC and published procedure
Aim Airmanship Performance
engine aircraft ground checks, checklist and briefing • +/- 5O,+/- 5kts, +/- 100’
The instrument departure has a high workload: flying the aircraft, performing checks, making the initial
call to Radar, establishing the turn onto track, etc. The key is to stay calm and prioritise tasks:
1. Fly the attitude and maintain the scan
2. Comply with your ATC clearance (eg. heading, climb restriction)
These two are the critical items; use your judgement as to what comes next. Deferring a task because
another task is more important is acceptable when the priorities are right, and the item is completed
later as workload permits.
Top of Climb:
Fuel pressure, pumps off 22 2400rpm
22”
Radios com as reqd, nav S-I-D 140KIAS
Engines Ts&Ps, throttles fwd to Cowl Flaps CLOSE
maintain 25”, carb heat
Lights OFF
85KIAS Altimeters x-checked
Pumps OFF Ice Check
Gear UP
Ts&Ps check Cruise checks
Pitch +8
8
Avionics ident Climb
Cli b check
h k Fuel contents & on
Wings level every 1000’
Altimeters check Radios com, nav aids S-I-D
When cleared to line-up ...then...
Ice Check Engines Ts&Ps, cruise power set
Lights ON 100KIAS
Altimeters x-check, setting correct
Pitot Heat ON Max MP” 25” 2500rpm 1000’ check DI (HSI) slaving, nav
Transponder ALT Max rpm MSA
Vr 71KIAS Mixtures lean
Ice Check
After take-off
Take-off
Note take-off
take off time but
don’t use that for next During the IR test, think of the screens as representing real cloud in
waypoint ETA unless Your Examiner will close the screens at
about 200’, to simulate IMC. Make sure sub-zero OAT. To save having to look at the wing leading edges for
Before calling Ready for Departure but within 60O of track
you maintain wings level and climb ice accumulation, you simulate this by calling “Ice Check”. When the
after receiving Clearance
attitude in the initial transition to Examiner’s reply is “Ice” instead of “No Ice”, you should perform the
Brief departure heading, altitude touch drills described in your pre-flight Icing Brief (pitot heat on,
and first track to intercept instruments. Nothing else matters until
you have settled into a stable
stable, windshield defrost and carb heat selected)) and tell the Examiner what
Radios and Instruments set you would request from ATC in terms of a climb, descent or diversion.
accordingly controlled climb and scan.
You should have an icing plan in advance for every leg of the flight,
taking into account MSA and the vertical limits of controlled airspace.
88
9 . Airw a ys I FR
d. Airw a ys Proc e dure s
• To fly an airways route complying with ATC • Checklist, nav log, altimeter setting & • Follow ATC and published procedures
Aim Airmanship Performance
and managing the flight to IR standards MSA, SID and DOC, trim and scan • +/- 5O,+/- 5kts, +/- 100’
Pl tto requestt a d
Plan descentt as early
l as
feasible whilst remaining in controlled
airspace. This should position you
Top of descent
favourably for a hold and approach with Arrival checks (prior to hold fix or IAF)
less delay and avoiding a rapid descent Altimeters x-check, setting correct
MSA check Approach briefing complete
Weather destination ok ATIS received
Crossing each Waypoint Radios check COM and NAV
Altimeters check
Time note
Ice check
Turn capture next track
Talk RTF call as reqd
Altimeters x-check, setting correct 18” 2400rpm
MSA 120KIAS
Avionics update and S-I-D
Slow the aircraft down, get the ATIS, brief the
Ice Check
procedures and complete the “Arrival” checks
Update nav log as reqd
in plenty of time before the holding fix or IAF
is reached
89
9 . Airw a ys I FR
e . Airw a ys t ra ining a nd t e st rout e s
90
9 . Airw a ys I FR
e . Airw a ys t ra ining rout e : BI A – SAM 2 8 3 0 3 5 – SAM – BI A
SAM 2 8 3 0 3 5
SAM 2 8 3 r 3 5 d
Track 103
Leg 35nm 17'
climb FL55 SAM
MSA 31 1 1 3 .3 5
Track 243
Leg 20nm 10'
desc. 4000’
MSA 24 ADF 339
ADF 339 Track 320 DME 110.50
DME 110.50 Leg 22nm 10'
NAV1 110.50 NAV2 113.35
NAV1 113.35 NAV2 113.35 climb FL45
MSA 31 08/26 243
104 243 08 departure
290 to intercept 5.0
5 0
BI A 3 3 9
91
9 . Airw a ys I FR
e . Airw a ys t ra ining rout e : BI A – T H RED – N EDU L – BI A
ATIS received
Approach brief
BI A 3 3 9 Arrival checks ADF 339 SAM
Holding speed
DME 110.50 1 1 3 .3 5
NAV1110.50 NAV2 113.35
5.0 08/26 026
08 dep
p
190
26 dep
130
Track 303
Leg 13nm 6'
3000’
3000
Track 161
MSA 24
ADF 339 Leg 17nm 9'
climb 3000’ N EDU L
DME 113.35
MSA 24 SAM 2 0 6 r 1 9 d
NAV1113.35 NAV2 113.35
026 026
Track 026
Leg 11nm 5'
3000
3000’
MSA 24
T H RED
SAM 2 0 6 r 3 0 d DO NOT USE FOR NAVIGATION
92
9 . Airw a ys I FR
e . Airw a ys t e st rout e 1 . Y e ovil (BI A-SAM -SAM 2 8 3 0 3 5 -Y V L-BI A)
ADF 343
ADF 343
DME 109.05
DME 113.35
NAV1 113.35 NAV2 113.35 SAM 2 8 3 0 3 5
SAM 2 8 3 r 3 5 d NAV1 113.35 NAV2 113.35
283 283
283 283
Track 252
Leg 17nm 07'
Track 112
Leg 33nm 15'
FL55 MSA 24
93
9 . Airw a ys I FR
e . Airw a ys t e st rout e 2 . Sout ha m pt on A (BI A-T H RED-SAM -SAM 2 8 3 0 3 5 -BI A)
ADF 343
DME 113.35
SAM 2 8 3 0 3 5
NAV1 113.35 NAV2 113.35
SAM 2 8 3 r 3 5 d
283 283
Track 283
Leg 35nm 16' SAM
Track 140 1 1 3 .3 5
ADF 339 Leg 22nm 10
10' FL65 MSA 31
5.0
BI A 3 3 9
ATIS received
Approach brief
Arrival checks
Holding speed
No
08 dep change
26 dep 190
130 Track 026
Leg 30nm 14'
T H RED
SAM 2 0 6 r 3 0 d
DO NOT USE FOR NAVIGATION
94
9 . Airw a ys I FR
e . Airw a ys t e st rout e 2 . Sout ha m pt on B (BI A-T H RED-SAM -Y V L-BI A)
T H RED
SAM 2 0 6 r 3 0 d
DO NOT USE FOR NAVIGATION
95
9 . Airw a ys I FR
e . Airw a ys t e st rout e 4 . Sout ha m pt on C (BI A-T H RED-PEPI S-SAM -SAM 2 8 3 0 3 5 -BI A)
ADF 343
DME 113.35
NAV1 113.35 NAV2 113.35 PEPI S
SAM 0 1 7 r 1 5 d
SAM 2 8 3 0 3 5 283 283 339
Track 197 ADF
SAM 2 8 3 r 3 5 d Leg 15nm 06' 113.35
Track 017 DME
FL60 MSA 24 Leg 15nm
L 15 06' NAV1 113.35 NAV2 113.35
FL70 MSA 24 017 197
ADF 339 Track 283
Track 140 Leg 35nm 16'
DME 110.50
Leg 22nm 10' FL65 MSA 31
NAV1110.50 NAV2 113.35 SAM
climb FL55
08/26 064 MSA 31 1 1 3 .3 5
5.0
BI A 3 3 9
ATIS received
Approach brief
08 dep
Arrival checks 190
26 dep No
Holding speed Track 026
130
Leg 30nm 14' change
FL70 MSA 24
Track 161
ADF 339 Leg 17nm 9'
DME 113.35 climb FL70
NAV1 113.35 NAV2 113.35 MSA 24
026 026
T H RED
SAM 2 0 6 r 3 0 d DO NOT USE FOR NAVIGATION
96
9 . Airw a ys I FR
e . Airw a ys t e st rout e 5 . Ex e t e r (BI A-SAM 2 7 7 0 4 5 -M U LI T -AT WEL-EX -BI A)
97
9 . Airw a ys I FR
e . Airw a ys t e st rout e 6 . Ca rdiff (BI A-SAM 2 8 3 0 3 5 -EX M OR-CDF-BI A)
EX M OR
BCN 1 8 9 r 3 3 d SAM 2 9 4 r 3 6 d ATIS received
BH D 0 0 9 r 4 8 d Track 283 Approach brief
Arrival checks
N864 note: Leg 42nm 20'
Holding speed
Even FLs N-bound, Odd FLs S-bound Hold east of
Even though you will request clearance BCN170 until FL65 MSA 42
Descend to Track 150
direct CDF, you still need to be at the FL60 prior to cleared
l d to
t
join N864 at
SAM 2 8 3 0 3 5 Leg 27nm 12'
correct northbound level at EXMOR entering
EXMOR ADF 339 SAM 2 8 3 r 3 5 d SAM
controlled FL55 MSA 31
airspace DME 113.35 1 1 3 .3 5
BI A 3 3 9
DO NOT USE FOR NAVIGATION
98
9 . Airw a ys I FR
e . Airw a ys t e st rout e 7 . Brist ol (BI A-SAM 2 8 3 0 3 5 -EX M OR-BRI -BI A)
ADF 414
DME 110.15 BCN 1 4 1 ra dia l
NAV1 110.15
110 15 NAV2 110.15
110 15
09/27 09/27
BRI
414
ADF 339
ATIS received DME 113.35
Approach brief Track 068 NAV1113.35 NAV2 113.35
Arrival checks Leg 27nm 12'
Holding speed Track 141 141 141
FL60 MSA 42 Leg 26nm 12'
EX M OR
BCN 1 8 9 r 3 3 d ATIS received
BH D 0 0 9 r 4 8 d SAM 2 8 3 0 3 5 Approach brief
Track 283
SAM 2 8 3 r 3 5 d Arrival checks
N864 note: Leg 42nm 20'
Hold east of
BCN 1 4 1 r 5 6 d Holding speed
Even FLs N-bound, Odd FLs S-bound
g yyou will request
Even though q clearance BCN170 until FL65 MSA 42
Descend to
direct CDF, you still need to be at the FL60 prior to cleared to
correct northbound level at EXMOR entering join N864 at ADF 339
EXMOR Track 140 SAM
controlled DME 113.35
airspace Leg 22nm 10' 1 1 3 .3 5
NAV1 113.35 NAV2 117.45 FL55 MSA 31
283 189 ADF 339
Track 320
Leg 22nm 10' DME 110 50
110.50
climb FL65 NAV1109.90 NAV2 113.35
MSA 31 5.0 08/26 064
BI A 3 3 9
DO NOT USE FOR NAVIGATION
99
9 . Airw a ys I FR
e . Airw a ys t e st rout e 8 . Filt on (BI A-SAM 2 8 3 0 3 5 -EX M OR-OF-BI A)
ATIS received
Approach brief
Arrival checks OF 3 2 5
Holding speed BCN 1 4 1 ra dia l
ADF 325 Track 214 ADF 414
Leg 10nm 04'
DME 110.55 climb FL55
MSA 31
NAV1 110.55 NAV2 110.55
09/27 09/27 BRI
ADF 339
Track 059 414
Leg 35nm 16' DME 113.35
FL60 MSA 42 NAV1113.35 NAV2 113.35
Track 141 141 141
Leg 26nm 12'
EX M OR
BCN 1 8 9 r 3 3 d ATIS received
BH D 0 0 9 r 4 8 d SAM 2 8 3 0 3 5 Approach brief
Track 283
SAM 2 8 3 r 3 5 d Arrival checks
N864 note: Leg 42nm 20'
Hold east of
BCN 1 4 1 r 5 6 d Holding speed
Even FLs N-bound,
N bound, Odd FLs S S-bound
bound
Even though you will request clearance BCN170 until FL65 MSA 42
Descend to
direct CDF, you still need to be at the FL60 prior to cleared to
correct northbound level at EXMOR entering join N864 at ADF 339
EXMOR Track 140 SAM
controlled DME 113.35
airspace Leg 22nm 10' 1 1 3 .3 5
NAV1 113.35 NAV2 117.45 FL55 MSA 31
283 189 ADF 339
Track 320
Leg 22nm 10' DME 110.50
climb FL65 NAV1109.90 NAV2 113.35
MSA 31 5.0 08/26 064
BI A 3 3 9
DO NOT USE FOR NAVIGATION
100
9 . Airw a ys I FR
e . Airw a ys t e st rout e 9 . Alde rne y (BI A-ALD-BI A)
ATIS received
Approach brief BI A 3 3 9
Arrival checks
Holding speed
Track 161 climb FL60
5.0
ADF 339 Leg 17nm 9' MSA 24
DME 110.50
NAV1 109.90 NAV2 113.35
08/26 064 Track 011 Leg
T H RED ADF 339
47nm 22'
SAM 2 0 6 r 3 0 d
cruise A30 DME 113.35
MSA 24 NAV1 113.35 NAV2 113.35
Track 206 206 206
Leg 33nm 15'
cruise FL60
MSA 24
ADF 383
y departure from
If on a westerly
EGJA, intercept GUR 038r to Ortac ORT AC
SAM 2 0 6 r 6 3 d
GU R 0 3 8 r 4 1 d
ADF 383 Track 027 Leg
19nm 09' Track 207
DME 109.40 Leg 19nm 09'
MSA 19
NAV1 109.40
109 40 NAV2 133.35
133 35 MSA 19
038 026
ALD 3 8 3
ATIS received
Approach brief
Arrival checks
Holding speed
101
9 . Airw a ys I FR
e . Airw a ys t e st rout e 1 0 . Gue rnse y (BI A-GU R-ALD-BI A)
ATIS received
Approach brief BI A 3 3 9
Arrival checks
Holding speed
Track 161 climb FL60
5 0
5.0
ADF 339 Leg 17nm 9' MSA 24
DME 110.50
NAV1 109.90 NAV2 113.35
08/26 064 Track 011 Leg
T H RED ADF 339
47nm 22
22'
SAM 2 0 6 r 3 0 d
cruise A30 DME 113.35
MSA 24 NAV1113.35 NAV2 113.35
Track 206 206 206
Leg 33nm 15'
cruise FL60
MSA 24
ADF 383
DME 109.40
NAV1109.40 NAV2 109.40 ORT AC
SAM 2 0 6 r 6 3 d
224 212 GU R 0 3 8 r 4 1 d
DR Track 224
Leg 23nm 10'
Track 027 Leg ADF 383
MSA 19
19nm 09'
MSA 19
DME 109.40
ADF 383 BRI LL NAV1 109.40 NAV2 133.35
DME 108.10 GU R 0 3 2 r 1 8 d ALD 3 8 3 048 026
NAV1108.10 NAV2 109.40
Track 212 Leg
09/27 212 18nm 08' Track 048 Leg
5.0 23nm 10'
MSA 15
MSA 15
ATIS received
Approach brief
GU R Arrival checks
1 0 9 .4 0 Holding speed DO NOT USE FOR NAVIGATION
102
Appe ndix
103
FPL Route Item 15: 1.
Date Aircraft
BE76
Captain
F070 - DCT SAM/N0150F065 DCT Y EOV I L
SAM283035/N0150F060 DCT
YVL/N0150F055 DCT BIA
V FR / I FR
Blocks Off T/O Ldg Blocks On
N avigat ion Log Dept Time Fuel/Time Route Winds 2000ft Route Winds 5000ft
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 064 IBH 258 BIA SAM
SAM
M 31 F70 22 064 10’’
YVL
SAM283035 31 F65 35 283 16’
YVL
YVL 30 F60 17 252 7’
Approach 10’
IBH 258 BIA IBH
EGHH/BIA 24 F55 33 112 15’
0:58
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
SAM
YEOVIL Radar 127.35 BIA NDB 339 20 SAM 283r 35d
283035
Westland App 130.80 SAM VOR 113.35 100
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 026 IBH 258 BIA SAM
THRED
HRED 24 F70 17 161 9’’
SAM 24 F70 30 026 14’
Approach 10’
283
SAM283035 31 F65 35 283 16’
BCN 140 IBH
EGHH/BIA 31 F55 22 140 10’
0:59
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
BIA NDB 339 20 THRED SAM 206r 30d
SAM
SAM ATIS 113.35 SAM VOR 113.35 100 SAM 283r 35d
283035
BCN VOR 117 45
117.45 125
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 026 IBH 258 BIA SAM
THRED
HRED 24 F70 17 161 9’’
SAM 24 F70 30 206 14’
283 YVL YVL
SAM283035 31 F65 35 283 16’
YVL 30 F60 17 252 7’
IBH 258 BIA IBH
Approach 10’
EGHH/BIA 24 F55 33 112 15’
1:13
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
YEOVIL Radar 127.35 BIA NDB 339 20 THRED SAM 206r 30d
SAM
Westland App 130.80 SAM VOR 113.35 100 SAM 283r 35d
283035
Westland Twr 125.40
125 40 YVL NDB 343* 20
YVL DME 109.05 25
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 026 IBH 258 BIA SAM
THRED
HRED 24 F70 17 161 9’’
SAM 24 F70 30 026 14’
017
PEPIS + Proc Turn 24 F70 15 017 6’+4’
197
SAM + Approach 24 F60 15 197 6’+10’
283 BCN 140 BIA BCN
SAM283035 31 F65 35 283 16’
BCN 140 IBH 258
EGHH/BIA 31 F55 22 140 10’
1:14
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
BIA NDB 339 20 THRED SAM 206r 30d
SAM
SAM ATIS 113.35 SAM VOR 113.35 100 SAM 283r 35d
283035
BCN VOR 117 45
117.45 125 PEPIS SAM 017 15d
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
IBH
SAM 277 IBH 258 BIA
SAM
SAM277045
M2 045 31 F65 29 300 15’’
BHD 030 EX BHD
MULIT 42 F65 32 277 13’
BHD 189 BCN 189 EX BHD
ATWEL 42 F70 10 189 5’
IXR
EX 32 A35 7 147 4’
Approach 10’
SAM 262 IBH 258 EX SAM
EGHH/BIA 32 F55 55 092 25’
1:12
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
Exeter ATIS 119.32 BIA NDB 339 20 MULIT BCN 189r 43d
SAM VOR 113.35 100
BCN VOR 117.45 125
BHD VOR 112.05 85
EX LOM 337* 25
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 283 IBH 258 BIA IBH
SAM283035
M283035 31 F65 22 320 10’’
BCN 170 CDF BCN
EXMOR 42 F65 42 283 20’
BCN 189 BHD 009 CDF ICDF
CDF 42 F60 13 008 6’
Approach 10’
SAM 114 CDF
SAM294036 42 F55 44 114 21’
IBH 258 SAM BIA IBH
EGHH/BIA 31 F55 27 150 12’
1:19
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
SAM
Cardiff ATIS 132.47 BIA NDB 339 20 SAM 283r 35d
283035
SAM VOR 113.35 100 EXMOR BCN 189r 33d
BCN VOR 117 45
117.45 125
CDF NDB 388 40
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 283 IBH 258 BIA IBH
SAM283035
M283035 31 F65 22 320 10’’
BCN 170 BRI BCN
EXMOR 42 F65 42 283 20’
BCN 189 BHD 009 BRI IBTS
BRI 42 F60 27 068 12’
Approach 10’
BCN 140 BRI
SAM283035 31 F55 26 141 12’
IBH 258 SAM BIA IBH
EGHH/BIA 31 F55 22 140 10’
1:14
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
SAM
Bristol ATIS 126.02 BIA NDB 339 20 SAM 283r 35d
283035
SAM VOR 113.35 100 EXMOR BCN 189r 33d
BCN VOR 117 45
117.45 125
BRI NDB 414 40
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 283 IBH 258 BIA IBH
SAM283035
M283035 31 F65 22 320 10’’
BCN 170 OF BCN
EXMOR 42 F65 42 283 20’
BCN 189 BHD 009 IFB
OF + App 42 F60 35 059 16+10’
BRI
BRI
31 climb 10 214 4’
4 BCN 140
SAM283035
31 F55 26 141 12’ IBH 258 SAM BIA IBH
EGHH/BIA
31 F55 22 140 10’
1:22 Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
SAM
Bristol ATIS 126.02 BIA NDB 339 20 SAM 283r 35d
283035
SAM VOR 113.35 100 EXMOR BCN 189r 33d
BCN VOR 117.45 125
BRI NDB 414 40
OF NDB 325* 25
USG Type Position
Start Up & Taxi 6 Route Route
A. Route Fuel 27 Position Alt / FL
B. Alternate Fuel 10 Altitude Time
5% of A + B 2 Heading (M)
Code Rwy Wind Vis Cloud Cloud Temp DP QNH QFE RQNH
Hold 45mins 15 ETA
Min Fuel Reqd 60 Request
Fuel Available 100
Reserve 40 DO NOT USE FOR NAVIGATION
FPL Route Item 15: 9.
Date Aircraft
BE76
Captain
F060 - DCT THRED Q41 ORTAC DCT ALDERN EY
ALD/N0150A030 DCT ORTAC DCT
BIA
V FR / I FR
Blocks Off T/O Ldg Blocks On
N avigat ion Log Dept Time Fuel/Time Route Winds 2000ft Route Winds 5000ft
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 206 IBH 258 BIA SAM
THRED
HRED 24 F60 17 161 9’’
GUR 218 ALD
ORTAC 24 F60 33 206 15’
GUR
ALD 19 F60 19 207 9’
Approach 10’
GUR 038
ORTAC 19 A30 19 027 9’
SAM IBH 258 BIA SAM
EGHH/BIA 24 A30 47 011 22’
1:14
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
BIA NDB 339 20 THRED SAM 206r 30d
SAM VOR 113.35 100 ORTAC SAM 206r 63d
GUR ATIS 109.4 GUR VOR 109.4 ? GUR 038r 41d
ALD NDB 383 ?
Waypoint
4:40
Nav 1 Display Nav 2 Display ADF DME
EGHH/BIA MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
SAM 206 IBH 258 BIA SAM
THRED
HRED 24 F60 17 161 9’’
GUR 218 ALD
ORTAC 24 F60 33 206 15’
GUR 218 GUR
GUR + Approach 19 F60 41 218 18+10’
ALD + Approach
19 A30 23 048 10+10’
10 10’
ORTAC
19 A30 19 027 9’ SAM IBH 258 BIA SAM
EGHH/BIA
24 A30 47 011 22’
1:43
Clearances
V FR / I FR
Blocks Off T/O Ldg Blocks On
N avigat ion Log Dept Time Fuel/Time Route Winds 2000ft Route Winds 5000ft
Waypoint
Nav 1 Display Nav 2 Display ADF DME
MSA Alt/FL TAS Dist Track(T) Hdg(T) G/S Hdg(M) Time ETA ATA Remaining
Clearances
COMMS NAV AIDS POSITION
Station Service Freq Station Type Freq DOC Fix Station Radial Distance
115
FLIGHT PLAN
For a non-airways Cross-Channel flight, enter Survival Eq. Polar Desert Maritime Jungle Jackets Light Flares UHF VHF
the FIR crossing estimate EET/xxxx tttt S X X M X J / X X X X
EGTT=London FIR, LFFF=Paris LFRR=Brest Dinghies
Number Capacity Cover Colour
For IFR training enter REQ/ and the training D / 01 004 C YELLOW << ≡
required as a code sequence
Aircraft colour and markings
nH (number of holds) A/ WHITE
RI: radar vectored ILS, PI: procedural ILS
Remarks
RF: radar vectored non-precision approach
PF: procedural non-precision approach
X /
<< ≡
Pilot-in-command
...then airport code and time at the hold or IAF
C/
116
Flight Pla n t ra ining t e st que st ions (A)
2. What must prefix the list of additional addressees? • AD at the beginning of the last line in the addressee section
3. Which additional addressees would you put for a route from • Yeovilton, because they process your request to join at EXMOR; Bristol because it is the
Bournemouth to SAM283035 EXMOR then landing at Cardiff, controlling back-up for Cardiff.
and why? • Cardiff, as the filed destination, and the filed alternates, will automatically receive the FPL
4. What two additional addresses are mandatory when joining • Cardiff, because it is the controlling agency for lower levels at EXMOR, and Bristol because it is
N864 at EXMOR and why? the back up if Cardiff have a radio failure
5. What additional addressees would you put for a route to • Southampton, because they control your initial climb, and descent on the return leg. Jersey,
Alderney and back, and why? because you enter their zone at ORTAC. Guernsey, because they provide approach control for
Alderney; Alderney because you are making an approach but not filing it as a destination
destination.
6. Which additional addressees would you put for a route from • Yeovilton, because they process your request to join at MULIT; Cardiff and Bristol because they
Bournemouth to YVL MULIT and Exeter then returning to land control the area around MULIT, Exeter because you are not landing there (and so it will not be
at Bournemouth? addressed as a destination)
1 5 8. What speed goes in the cruising speed box? • Estimated TAS (not IAS) as a 4 group preceded by N for Knots (eg. 140 kts TAS entered as
“N0140”)
9. What is the significance of the Flight Level you put in the box • This is the first level required on departure, if joining airways direct from the airfield, it is also the
before the route section? joining level for the airway. A Flight Level is preceded by “F” and an altitude by “A”, both are 3
digit groups in hundreds of feet (eg.
(eg FL60 = “F060”
F060 , 3000
3000’ altitude = “A030”)
A030 )
10. In the route section, how are turning points defined (both on • ICAO designators for a VOR, NDB or a 5 letter waypoint (but not the 4 letter airport code)
and off airways)? • A latitude and longitude in the form “nnnnN nnnnW”, eg 5241N 0145W
• A radial form and a range from a navaid in the form NNNrrrddd, eg. SAM285008 is 8 miles from
SAM on the 285 radial
12. Which two methods are used to denote flight between 2 • “DCT” if the route between the points is not an airway
points in the route section? • The airway designator if they are on an airway
117
Flight Pla n t ra ining t e st que st ions (Ai) I R t ra ining rout e :
BI A-EX M OR-EX -BI A
E(LO)3 2 3 Oc t 2 0 0 8
65
DO NOT USE FOR NAVIGATION
125
in sector
138-003
BCN
181r
EXMOR 34d
BCN 189r 33d
BHD 009r 48d
EX BCN 33d arc
DOC
Track 189
'SAM283035'
Leg 31nm 15'
BCN SAM 283r 35d 100
FL70
MSA 42 170r
35d Track 283
N864 Note: Leg 42nm 20'
Even FLs N-bound, FL65
Odd FLs S-bound MSA 42
BIA
DOC
Track 320
Leg 22nm 10'
climb FL65
MSA 31
FL55
MSA 32
Track 092
Leg 55nm 25' 19d
TINAN EX
25 Stay N of DOC
BHD 009r 17d SAM 262r to
Track 052 clear DA
Cross SAM
Leg 8nm 04' 258r @ 46d,
just N of
GIBSO
32
EX DOC limit
at
SAM 52d
85 BIA 30d
24
Flight Pla n t ra ining t e st que st ions (B)
14. What 3 components are used to show flight along an airway? • Entry point on the airway, airway designator, exit point on the airway
Is this correct: “EXMOR N864 CDF”? • CDF is not a point on the N864 airway, so this is incorrect. “EXMOR DCT CDF” must be used.
15. What 2 main methods define turning points and reporting • 3 letter designators for navaids (occasionally 2 letters for NDBs)
points on airways? • 5 letter designators for intersections (of VOR radials) and RNAV waypoints
16. Can these (ref q15) be used as turning points off-airways • Yes
17. Is this the entry correct for an airways flight, and why? • No. At FL60 you are in the airway between THRED and ORTAC, hence the correct entry is
F060......DCT THRED DCT ORTAC DCT ALD F060...DCT THRED Q41 ORTAC DCT ALD
18. Is F050....DCT NEDUL DCT SAM correct, and why? • Yes, this is an instrument training route inside the Solent CTA: see the EGHH AIP extract in (Bi),
i iis b
it below
l the
h Q41 airway,
i whose
h b
base iis 6000’ north
h off KUMIL
KUMIL, iinside
id the
h SSolent
l CTA
19. Is F070...DCT NEDUL Q41 SAM correct and why? • Yes, FL70 is the lowest northbound level available in the airway, so the airway designator is used
20. Is EXMOR/N0150F070 N864 BHD011030 correct and why? • No, because BHD011030 is not a waypoint on the N864 airway.
21. Is
s EXMOR/N0150F070
O / 0 50 0 0 DCT
C BHD011030
0 030 co
correct
ect and
a d why?
y • Yes,, this is one way
y of defining
g a route segment
g to an off-airway
y waypoint
yp
22. What is an alternative method of defining a route from • EXMOR/N0150F070 N864 TINAN (with the intention of requesting departure from controlled
EXMOR to Exeter? airspace in the descent direct to Exeter, prior to TINAN)
23. You wish to route Bournemouth THRED SAM at FL50 • F050.....DCT THRED DCT SAM DCT, you do not put DCT BIA at the end because this would
followed by radar-vectored approaches at Bournemouth. imply homing to the BIA NDB, instead you want a direct routing from SAM to EGHH using normal
What would you put in the route section? i t
instrumentt approach
h procedures
d
24. You wish to do the same route as above, but joining the hold • F050.....DCT THRED DCT SAM DCT BIA - ending with “DCT BIA” because, in this case, you
at Bournemouth. What is the route entry? do want to home to the BIA to take up the hold
25. You wish to fly the same route as q23, but at FL70, what do • F070.....DCT THRED Q41 SAM DCT
you put in the route section?
26. In q25, where do you show the level you wish to join the • The entry in the “Level” box in Item 15 is the first requested level – in the case of a direct airways
airway at THRED? join, this will also be the airways joining level
119
Flight Pla n t ra ining t e st que st ions (Bi)
120
Flight Pla n t ra ining t e st que st ions (C)
28. Where do you find airways levels to use? • In the Enroute AIP section 3 (EG-ENR 3), see page (Ci)
• Avoid using an Enroute chart for this initial planning
29. What is the minimum FL to use on Q41 from THRED to SAM, • FL70, and London Control 132.30 MHz
and which frequency will be controlling? • See page (Ci) overleaf
30. You wish to route from Bournemouth to NEDUL then at FL50 • F050....DCT NEDUL DCT EAS DCT (with EGHH as Departure and Destination)
to hold at the EAS NDB, followed by an NDB approach at • You enter EAS rather than SAM, since it is an NDB hold using the EAS beacon, not a VOR hold
Southampton and then a radar vectored approach at • Your route after EAS ends with DCT, therefore it is direct to the filed destination (Bournemouth)
and not to the BIA hold or procedure. You do not enter the Southampton approach details in the
Bournemouth. What do you put in the route section?
route, but as a REQ in Item 18 of the FPL
32. Is the speed in the level & speed change group in q31 in • TAS, all FPL speed references are TAS
terms of IAS or TAS • We use N for Knots (always as a 4 digit group with a leading zero), jets use M for Mach (and a 3
digit group). Sometimes K for kilometres per hour may be used.
33. You are flying Bournemouth to Yeovil (EGHG) for a • F045....DCT YVL/N0160F050 DCT SAM283035/N0160F055 DCT SAM/N0160F050 DCT
procedure, then routing to SAM via SAM283035 for a radar • Strictly speaking, you are joining controlled airspace 8nm from SAM on the 283 radial, so this
vectored approach at Bournemouth. What would you put in should be included as a point in the route, with the F050 level, but the computer will accept the
abbreviated version. You are responsible for descending from the correct quadrantal eastbound
the route section?
from SAM283035 (FL55) to the correct level for joining controlled airspace eastbound (FL50)
34. For the previous example (q33), where do you show the first • In the Level box in Item 15, before the route text box
flight level out of Bournemouth?
35. What is the lowest normal level from THRED to ORTAC on • FL60
Q41? Where would you show this on the flight plan? • In the Level box in Item 15, before the route text box
36 What is the Ro
36. te section entry
Route entr for Bo rnemo th to THRED
Bournemouth F060 DCT THRED Q41 ORTAC DCT ALD/N0150F050 DCT ORTAC Q41 THRED DCT
• F060....DCT
to ORTAC then Alderney and return using airways. • You don’t need a transit altitude from Ortac to Alderney, it will be allocated by ATC, so the
Speed/Level group following ALD is to indicate that FL50 is your level for the rejoin of Q41
121
Flight Pla n
que st ions (Ci)
4. Identify lowest
cruising level available
for the required
direction of flight
122
Flight Pla n t ra ining t e st que st ions (D)
39. You are routing overhead Yeovil (EGHG) to join the airway at • N864
EXMOR then to hold at the EX NDB, then to land at Exeter after • FL70 (since Southbound is Odd Levels on N864)
an approach. Which airway is it? What level do you need for • In the route section with a speed/level group: EXMOR/N0150F070
the airway, and where do you show it on the flight plan?
40. What do y
you enter in the Route section for the whole route in • F065....DCT SAM283035 DCT EXMOR/N0150F070 N864 TINAN DCT EX
q39 above?
41. After landing at Exeter, what Route do you file to perform a • F080....N864 EXMOR/N0150F055 DCT SAM283035 DCT
radar vectored approach at Exeter then route to EXMOR on the • If the airfield is directly under the airway, you may join direct by climbing enroute and joining
airway then to SAM283035 and to Bournemouth for a radar from below, indicated by starting the Route list with the airway designator
• Note that for normal airways flight, the Brussels IFPS computer will not accept an airways
y jjoins could you
vectored ILS? What different airways y file?
designator without an entry point
point. The entry point must allow for a climb to the minimum joining
level – so TINAN would be rejected as too close to Exeter, but BHD or EXMOR would be ok.
42. You wish to route direct to the EX from Bournemouth at FL60, • F060.....DCT EX DCT TINAN/N0150F080 N864 EXMOR/N0150F055 DCT SAM283035 DCT
hold, do an NDB approach, and then join N864 north to • Note that if filed with IFPS, the computer will reject the EX DCT TINAN segment as per q41
EXMOR routing back to SAM283035 and then Bournemouth for
a radar vectored ILS
ILS. How could you join the airway
airway, and how
would you indicate this on the FPL route?
43. You wish to depart Bournemouth, join N864 at EXMOR and • F065....DCT SAM283035 DCT EXMOR/N0150F060 BCN191020 DCT BRI
route north to a point 20nm from BCN before going direct to
the BRI NDB at Bristol. What Route segments would you use?
44. You are routing N864 southbound from MULIT at FL70 to • Since you are below the lowest northbound level (F080), you can request descent at any point,
Exeter, but you know that you need to be a 3500’ at the EX. since this will take you out of the airway, without turning away first. In the descent, you will be
Can you descend in the airway, or must you turn out of it first? handed over to Exeter Approach as you exit controlled airspace.
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Flight Pla n t ra ining t e st que st ions (E)
46. Is it mandatory to specify the altitude from CDF in q45? • No, ATC will allocate a level or altitude based on traffic
47. You are returning to Bournemouth from the Channel Islands • No. You will be given descent by ATC, you only need to specify the airways joining level at
on Q41 for a radar vectored ILS. Do you need to specify a ORTAC.
transit altitude from THRED on the FPL route?
48. If, instead (re: q47), you wished to join the hold at the BIA, do • No, ATC will give you an altitude for the hold
you need to show an altitude for the THRED-BIA segment?
16 • EGFF
49. You are routing to Cardiff for an approach and landing,
intending
g to return to Bournemouth. What do you
y p put in the
destination box (Item 16) in the FPL?
50. You are routing to Cardiff for an approach, then landing at • EGHH
Bournemouth. What do you put as the destination?
51. What is the significance of nominating airfields as Alternates • The FPL will be addressed to them automatically. If you have potential diversions not listed as
in Item 16 of the FPL? Item 16 Alternates
Alternates, they should be addressed individually at the top of the FPL
18
52. In Item 18, how do you indicate your training requirements? • RMK/REQ followed by the codes: H hold, R radar vectored or P procedural + I ILS or F non-
precision facility (ie. NDB or VOR) plus the 4 letter airfield code and the ETA at the hold or IAF.
For example, to request a 2 Holds, a Radar Vectored ILS and an NDB Procedure at
Bournemouth, estimating joining the hold at the BIA at 1435, it would be:
RMK/REQ 2H RI PF EGHH 1435
• See the FPL example at the beginning of this section.
53. You have an early morning flight, and wish to submit the FPL • You must enter the date of flight in Item 18 in the format DOF/yymmdd
the afternoon before. How do you indicate the flight is for the • eg. 23 March 2009 is DOF/090323
following day?
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RT F t ra ining t e st que st ions (F)
55. What is the abbreviated report and when do you use it? • Callsign, current flight level or current flight level and cleared level.
• On handover to an airways control frequency.
56. How do you check in with London Control when told to • Callsign, current flight level, eg. “London Control, Exam01, Flight Level 50”
contact them on joining an airway?
57. Do you need to give a full position report on an airway? • No. Full position reports date from the era of procedural control in airways. Frequencies today are
too congested, and the abbreviated report is used.
58. What information do you need to give in order to request an • What – where – when – level
airways join at EXMOR for N864? • eg. “Exam 01, request clearance to join N864 northbound at EXMOR, time 41, Flight Level 60”
59. You are in the hold at Bournemouth, and ready for the ILS 26 • When you have crossed the beacon, turned and begun timing for the outbound leg, call “Exam
procedure. What do you say? What about for the ILS08 proc? 01, westbound, ready for the procedural ILS runway 26”; or “westbound, ready for the procedural
ILS runway 08 next time over the beacon”
60. Is the call in q59 standard at all airfields? • Not always. It is best to spell out exactly where you are and the specific procedure and runway
you wish to use.
61. What do you say on the “beacon outbound” call? • “Exam 01, outbound for the procedural ILS runway 26 to land....or....go around for further
procedure...or...go around into the visual circuit”. This helps the Approach controller co-ordinate
you with other traffic and with the Tower.
62. What is the RTF call when rolling out on the Localiser? • “Exam01, Localiser established”
64. What is the RTF call when rolling out on the inbound track of • “Exam01, base turn complete”
an NDB procedure?
65. What 3 things do you include in your call when handed over • Distance – type of approach – intention. The Tower frequency is busy and you do not need to say
by Approach to the Tower on an instrument procedure? any
y more.
• eg. “Exam01, 4d, ILS, to land”
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End of Doc um e nt
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