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This manual is for the use of pilots at BCFT for JAA Instrument Rating initial, recurrent and instructor training. • I

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JAA Instrument Rating Training Manual December 2010 v1.53

This version by Vasa Babic and Lance Plews; based on the original g BCFT IR Training g Manual by y Lance Plews

© 2010

Introduction

• 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

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 3

Preparation for flight

1. Pre-flight Planning: Route and Weather Aim

• To carry out the necessary Pre-Flight and Post-Flight procedures

Airmanship

• Acquire overall awareness of flight conditions and requirements

A. Overall planning • Assess the required scope of the flight: route, destination and alternates • Check NOTAMs - Examiners report that candidates ‘familiarity with and preparation for poor’ NOTAM briefs is often p

• Check the Enroute chart and Terminal charts are available and current B. Route planning • Complete the BCFT Navigation Log • For each sector, check - Minimum Safe Altitude (from the enroute chart) - facilities are within the Designated Operational Coverage when required - facilities are serviceable - expected drift, groundspeed and time - alternate method of navigating (eg. cross-cuts) in case of failure or poor reliability - check potential hold axis and reporting points in case of a requirement to hold (eg. awaiting clearance into Class A) • The principle of good Route Planning is simplicity; but have a back-up in case of failure, change of runway etc.

Performance

• It’s essential that thorough preparation is done, so the flight runs smoothly

C. Weather Planning • Print the Met Office Forms 214 and 215; check validity is suitable for the expected time of flight • Print METARs and TAFs for Departure, Departure Alternate, Destination, Destination Alternate(s), other airfields enroute • Prepare a weather brief to include the overall met picture and trends, and specific conditions relevant to the intended flight • ENROUTE MINIMA - Note freezing level, icing forecast and any enroute wx hazard - Consider actions if icing encountered for each route leg • AIRFIELD MINIMA - Max wind 30kts - Max crosswind within aircraft limit (eg BE76 25kts) p and Arrival weather minima ((see Operating p g - Check Departure Minima briefing page) D. Procedure Brief • For all p possible Terminal p procedures - likely wind - likely sector entry, and Sector Safe Altitude - brief the procedure tracks, distances and time - note any alternate procedures - note procedure and circling minima - brief the Missed Approach procedure 4

Operating Minima

UK Single-Pilot Public Transport Arrival

Departure • RVR • Cloud Cl d ceiling ili SingleEngine

• As published on the Approach Chart, ie. the highest of

1800m 1000’

UK AIP AD1.1.2 para 4.1.1.2 “The minima selected for all flights by single engine aeroplanes should be adequate to ensure a high probability of a successful forced landing being made should a failure of the engine occur after take-off” operating in accordance with Performance Class A In the event of a critical power unit failure at any point during take-off, the aeroplane can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins • RVR is subject to runway li h i and lighting d RVR measurement available

• See table in AIP AD 1.1.2 para 4121 4.1.2.1 • EGHH Rwy 26 & 08 min is 250m • If nil Rwy lighting, min is 500m

Decision Height ((DH)) or Minimum Descent Height (MDH)

The take-off minima must be established based upon the height from which a one engine inoperative net take-off flight path can be constructed that meets rele relevant ant obstacle clearance criteria Assumed engine failure height above the take-off runway 50 ft or less 51-100 ft 101-150 ft 151 200 ft 151-200 201-300 ft > 300 ft

BCFT Ops Manual (BE76)

RVR/Visibility (Note 1) 200 m 300 m 400 m 500 m 1000 m 1500 m (Note 2)

800m

Note 1: The reported RVR/Visibility value representative of the initial part of the takeoff run can be replaced by pilot assessment Note 2: 1500 m is also applicable if no p positive take-off flight path can be constructed pp g p Note 3: BCFT’s OPS manual increases the RVR required for take-off from 500m (based on BE76 performance at EGHH) to 800m, to meet single pilot arrival criteria

Obstacle Ob t l Clearing Cl i Height H i ht (OCH) appropriate i t tto th the aircraft category (based on Vat) for the procedure

2.

The System Minima published in the AIP

Note: we do not add PEC for the BE76 since the aircraft flight manual notes altimeter calibration as accurate accurate. Otherwise Otherwise, add 50’ 50

The “Approach Ban” : descent below 1000’ AAL may not be initiated if RVR is below the appropriate minimum

operating in accordance with Performance Class B or C

MultiEngine

1 1.

• As published on the Approach Chart, may be specific to the aircraft category

Approach RVR Minima

Circling Approach MDA(H) and Visibility

• However, for single pilot operations a minimum RVR of less than 800 m is not permitted unless using a suitable autopilot coupled to an ILS or MLS, in which case normal minima apply. The Decision Height applied must not be less than 1.25 x the minimum use height for the autopilot • MDA(H) as published on the Approach Chart “Circle-to-Land” table for the appropriate aircraft category • Visibility as published on the Approach Chart “Circle-to-Land” table for the appropriate aircraft category (Cat A: typically 1500m)

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

Preparation for flight

2. Pre-flight Planning: Performance and Documents

E. Fuel Planning • Complete p standard Fuel Plan in BCFT Navigation g Log g 1. Flight time 2. Diversion time 3. Contingency, 5% of 1+2 4. 45 minutes Holding time 5 20 minutes of Approaches 5. F. Weight and Balance • Complete the standard Loading Form specific to the particular aircraft, i ft check h k registration i t ti • Check Examiner/Instructor actual weight with Ops Desk G. Performance • Note weather data (eg temperature, wind) and airfield elevation • Check Terminal Charts and NOTAMS for any changes that may impact minima or runway length available • Refer to Aircraft Flight Manual and complete standard BCFT performance sheet for departure, p p , destination and alternate H. Flight Plan • Complete CA48 Flight Plan form • Take care over Addressing g and RMK/ for training g requirements q • Fax, and check acknowledgement

I. Aircraft Documents • Certificate of Airworthiness • Flight Manual • Certificate of Registration (for flight outside the UK) • Aircraft Radio Licence • Weight and Balance schedule Log, including • Tech Log - Certificate of Release to Service - ARC (Airworthiness Review Certificate) • Interception Procedures • CAA Test Approval, if required check h kd dates t and d validity lidit off the th above b J. Pilot Documents • Licence, Medical, Log Book p Certificate,, if required q • 170A and Course Completion • Navigation Log and charts, Weather print outs, Flight Plan K. Equipment • Headsets x2 • Aircraft Checklists x2 • Pen, Stopwatch, CRP5 • Safety Equipment (Life raft, Lifejackets) • Fuel and Oil state, spare Oil • IF screens (check you can fit these) and Ltd Panel screens • Overall cleanliness and tidiness of aircraft 6

Preparation for flight

3. Pre-flight Checks and Briefings

External Checks • Approaching pp g the aircraft, check - for any snow, slush, ice or frost. If present, it must be cleared completely from the aircraft, otherwise the flight must be delayed - for any oil or fuel spills or leakage - location of nearest fire fighting equipment - location of aircraft will not cause slipstream damage after start • Store equipment, fold and prepare charts for ease of handling • Use U th the Ai Aircraft ft Ch Checklist kli t as per th the fifirstt fli flight ht off th the d day - pay particular attention to vents, drain holes, pitot and static sources, antennas, controls, flaps, trimmers, undercarriage bays for ice/mud - carefully check oil level and fuel level and sampling Passenger Brief 1. “The seat belt operates so, the door operates so [demo both]. 2. If we have to exit the aircraft, unlatch your harness, open the door and vacate to the rear. There is also an emergency exit here, operated so [demo] 3. A first aid kit is stored here [point], a fire extinguisher is stored here [point]. 4. Lifejackets are in your seat back (do not inflate inside the aircraft) and the Life raft is on the rear seats 5. Any questions?”

Pre-flight checks • USE THE CHECKLIST: be brisk but thorough g - (see also the IFR Avionics checks briefing page) - check P1 and P2 brakes using positive handover - check flight instruments with natural turns of the taxiway I i Icing B Brief i f 1. “For the actual conditions today I shall select pitot heat on 2. Should we encounter ice, I will ensure pitot heat on, windshield defrost and carb heat are selected, and request a l level l change h or di diversion, i with ith attention tt ti tto th the MSA” Be prepared to perform these as touch drills and advise the examiner of what your ATC request would be in the event of icing at any point in the flight

Captain’s Captain s Brief: BE76 [tailor to actual conditions] 1. “Departure is from Runway [08/26]. The surface is [dry/wet] and the crosswind is within limits 2. Should an engine fail below our Vr of71kts, I shall close both throttles and abort the takeoff 3. If a failure occurs between 71kts and 85kts, I shall close both throttles, check gear down and land on the remaining runway 4. Above 85kts and insufficient runway remaining, I shall carry out the EFATO drills and [request vectors to the ILS to l d/ i l circuit i it tto lland] d] land/visual 5. In the event of an emergency, I shall remain in control unless otherwise instructed by you” 7

IFR Avionics checks Garmin GPS Checks

Com Radio Checks

if only Radio navigation is to be used CDI button

• Select VLOC • Check internal and external annunciators for nav source

COM 2

if GPS is to be used for IFR navigation:

Start cycle

FPL page

AUX page

NAV page

CDI button

• Check self-test concludes satis • Check database Effective and Expiry dates before acknowledging the “OK?” annunciation • Check any “MSG” MSG annunciation

COM 1

Nav Radio Checks

• On • Select 133.725 • Rx Departure ATIS

Marker

• Select 119.475

NAV 1

• On • Select 133.725 • Rx Departure ATIS to check volume DME • Select and monitor 121.7 or 125.6 as appropriate NAV 1

• Enter flight plan • Check bearings and distances for overall sense • If appropriate, check RNAV procedures against paper charts

NAV 2

• Select GPS or VLOC as required • Check internal and external annunciators for nav source

• Select 110.5 • Identify IBH or IBMH • Check fly L/R display on HSI thru 360O • Select 110.5 • Identify IBH or IBMH • Check display of distance • Select 113.35 • Identify SAM when airborne • Select 110.5 • Identify IBH or IBMH • Check fly L/R display on HSI thru 360O • Select 113.35 113 35 • Identify SAM when airborne

• Utility sub-page: check RAIM prediction if required (not required for B-RNAV)

• Select NAV map subpage and range • Select data fields from MENU yp and magenta g • Check active waypoint line guidance

• Test lights

ADF

TRANS PONDER

• Select 339 • Identify BIA • Check display on RMI • Select 7000 • Test • Set SBY

8

Instrument Appreciation 1. Pressure instruments Aim

• To understand the workings of the aircraft’s pressure instruments

ASI Airspeed Indicator • Measures the difference between pitot (dynamic + static) pressure and static pressure: (D+S)-S=D • Errors include position, density, compressibility and instrument

Airmanship

• The International Standard Atmosphere; blockage of Pitot and Static sources

VSI Vertical Speed Indicator • More sensitive than the altimeter. Indicates rate of change of static pressure, because, as aircraft climbs and descends, the case pressure (choked static feed) lags the capsule pressure (direct static feed) • Errors include lag and instrument

Performance

• Understanding how the instruments work and the errors they are subject to

ALT Altimeter • Any change in case pressure (from the static source) affects the sealed aneroid capsule • Errors include position, density, temperature, lag and instrument

Source: illustrations from FAA H-8083-25A Pilot’s handbook of Aeronautical Knowledge Ch7

9

Instrument Appreciation 2. Gyro instruments Aim

• To understand the workings of the aircraft’s gyro instruments

Airmanship

• Vacuum vs. Electric gyros, failure modes

Performance

• Understanding how the instruments work and the errors they are subject to

TC Turn Coordinator

DI Directional Indicator

AI Attitude Indicator

• Typically electrical (may be air driven) • Gyro mounted vertically with canting of gimbal indicates rate of yaw and roll • Errors include instrument

• Air driven, by a mechanical suction pump. Rotor is kept vertical by air jets striking the rotor grooves and applying a precession force when the rotor starts to tilt. In effect, the gyro maintains its position in space • Errors include mechanical, friction and drift (both apparent and transport)

• Rotor maintains its position in space by a pendulous suspension unit and the instrument case moves relative to the rotor. • Errors include mechanical, friction, acceleration and toppling

• The canting of the gyro makes it quite sensitive to both bank and yaw, and d a recovery ffrom a turn t using i the th TC should h ld iinclude l d ab brief i f overrecovery before establishing a wings-level indication

• 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

Instrument Appreciation 3. Physiological factors Aim

• To understand the key physiological factors impacting instrument flight

Airmanship

• Avoiding and recovering from disorientation

Performance

• Understanding why the instrument scan is essential to IF

• Humans maintain balance using 3 senses: Vi Visual l system t

S Somatosensory t system t

• eyes provide a sense of orientation based on the horizon and other visual references

• nerves in the skin, muscles, and joints, which, along with hearing, sense position based on gravity, feeling, and sound

V tib l system Vestibular t • sense organs in the inner ear (vestibular canals) filled with fluid which detect angular motion of the head using gravity as a reference

• On the ground, all 3 systems will agree and give a clear impression of how the body is positioned and moving • In VMC flight, the visual sense is dominant, and will overcome any conflicting impression from the other two • In IMC flight, the Somatosensory and Vestibular systems will give powerful, incorrect impressions that contradict the ignored and the pilot must consciously focus on using only visual instrument indications ((“the the leans”) leans ). They must be ignored, reference to the flight instruments The “Leans” The Vestibular System

Source: illustrations from FAA H-8083-25A Pilot’s Handbook of Aeronautical Knowledge Ch16

11

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: a. b. c.

IF basics and the full panel F ll P Full Panell chart h t Selective Radial Scan Basic manoeuvres

Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 12

Refresher: Multiengine Piston aircraft Beech Duchess BE76

•Engine Start Engine Start • Use Check List, VGLO – restricted vision Taxi •Taxi • Control Direction coordinated use of rudder, differential braking and differential power • Taxi on the Centre Line wider undercarriage offset propellers larger wingspan • Anticipate braking: more inertia turns: larger turning circle speed: high idle thrust, don’t taxi too fast or ride id brakes b k • Be aware of Prop wash

•Power ChecksPower Checks • Use Check List, angle a/c off taxi way, be aware of p prop p wash • • • • • • • • • • • • •

Take-Off Take-Off Power to 2000rpm, hold the brakes Check Ts&Ps, suction, charging Release brakes Maintain centreline as aircraft accelerates Check airspeed live Smoothly apply full power Keep hand on both throttles Rotate at Vr 71 KIAS Accelerate to TOSS 85 KIAS Touch brakes, Gear up Flaps retract Altimeters cross-check

• • • •

Climb Climb 25” 2500rpm Rich 100KIAS Advance throttles to maintain MP in climb 1000’ checks: lights, pumps, Ts&Ps

• • • • •

Cruise Cruise 22” 2400rpm Lean 135KIAS Cowl flaps closed Cruise checks Note use of trim trim, in sequence: pitch pitch, yaw yaw, roll

Stalls • Stalls • HASELL • 18” 2500rpm Rich 115KIAS

Clean config Cl fi • Idle Max rpm Rich • Recover when instructed: SSR Base turn config • 13” Max rpm p Rich • Gear down, flap 20 • Enter 30deg bank • Recover at first indication of stall: SSR Landing config • 13 13” Max rpm Rich • Gear down, flap 30 • Recover at first indication of stall: SSR SSR

• Systems Service limitations • Flap limits: 0-20deg 120KIAS >20deg 110KIAS • Gear limits: extend 140KIAS retract 112KIAS • • • •

Descent Descent 18” 2400rpm Rich Fuel Pumps on Retard throttles to maintain MP in descent

Level off • Level off • 18” 2500rpm Rich 115KIAS (gear up) • 22” MAX rpm Rich 115KIAS (gear down)

Approach Approach/Circuit Pre-landing checks: BUMP FFIHL 18” 2500rpm Rich 105KIAS Gear down Flap 0 Flap as reqd: 10 deg 95KIAS 20 deg g 90KIAS 30 deg 85KIAS • Smooth power on application • • • •

Landing • Landing • Reds Blues Greens • Cross wind landing: crab technique

- release back pressure - full power - rudder to control yaw - ailerons to level wings if speed permits 13

Refresher: Operation of Gear and Flap Aim

• To understand the technique for making Flap and Gear selection

Airmanship

• Observing limitations and checking indications

Performance

• Vlo and Vfe limits have no positive 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 pilot who observes the g gear extension limiting g speed p but not the ((lower)) g gear retraction limit -ap - 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

LIMITATION OPERATION INDICATION

- check the ASI is below the appropriate limiting speed - move the Gear lever or Flap selector as appropriate - check that the Gear lights or Flap position indicator show the expected outcome

• 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 BE76 Gear Limits

BE76 6 Flap ap Limits ts

Vlo Extension

140 KIAS

Vfe up to Flap 20O

120 KIAS

Vlo Retraction

112 KIAS

Vfe up to Flap 30O

110 KIAS

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. IF basics

a. The Full Panel Aim

• To understand the key instruments for IFR flight

Airmanship

• Errors and failure modes

Performance

• Understand cause and effect of Power and Attitude changes on Performance

POWER + ATTITUDE = PERFORMANCE POWER

ATTITUDE

PERFORMANCE

MP

ASI

AI

ALT

Airspeed Indicator

Attitude Indicator

Altimeter

Manifold Pressure

RPM TC

HSI

VSI

Turn T rn Coordinator

Horizontal H i t l Situation Indicator

Vert. V t S Speed d Indicator

15

1. IF basics

b. The Selective Radial Scan Aim

• To learn precision IF using the Full Panel prior to starting Procedural training

Airmanship

• Recommended scan patterns merely place emphasis; do not prevent scan of other items

Performance

• Learn the scan elements for each manoeuvre

POWER + ATTITUDE = PERFORMANCE • With a given power set, the Selective Radial Scan is centred on the Attitude Indicator as the Master Instrument, with a scan to the performance instruments to identify corrections to Attitude (and Power) needed to maintain the required performance

ASI Performance Instrument

AI Master Instrument

ALT Performance Instrument

TC

HSI

VSI

Performance Instrument

Performance Instrument

Performance Instrument

MP & RPM Power Instruments

• The performance instruments are divided into 2 groups, primary and secondary, as appropriate to each flight manoeuvre

Master

Primary

Secondary

Straight and Level

AI

ALT, HSI

ASI

Level turn

AI

ALT, TC

HSI, ASI

Climbing & descending

AI

HSI, ASI

ALT, TC

Climbing & descending turns

AI

ASI, TC

ALT, HSI

• 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. IF basics

c. Basic manoeuvres • To achieve a desired flight path through a selective radial scan of the relevant instruments

Aim

Airmanship

• Instrument checks, FREDA checks

Secondary

AI Master Instrument

ALT Primary

• +/- 5O, +/- 100’, +/- 5kts

Turning

Straight and level flight

ASI

Performance

Achieving:

ASI Secondary

Power as reqd

AI Master Instrument

ALT Primary

Power as Reqd Roll into turn using AI, gentle back pressure on control column

Wings level, bar on the horizon TC Secondary

HSI Primary

Direction HSI, Altitude ALT

TC Primary

Scan ALT, VSI Monitor HSI turn progress

HSI Secondary

Trim

Trim

Descending

Climbing

ASI Primary

AI Master Instrument

ALT

Achieving:

Secondary

ASI Primary

2500 RPM, 25” MP

AI Master Instrument

ALT Secondary

TC

HSI Primary

VSI Secondary

Scan ASI, HSI Monitor climb ALT Trim

Achieving: 2400 RPM, 18” MP or as reqd Wings level, decelerate then lower bar below the horizon

Wings level, raise bar above the horizon Secondary

Achieving:

TC Secondary

HSI Primary

VSI Secondary

Scan ASI, HSI, Monitor climb ALT Trim

17

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: a a. b. c.

Full panel IF (continued) Transfer to instruments after take take-off off Climbing and descending turns FP unusual attitudes

Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 18

2. Full panel IF (continued)

a. Transfer to instruments after take-off Aim

• To transfer from visual to instrument reference during a critical phase of flight

Airmanship

• Selective radial scan, pre-conditioning and expectation

Performance

• +5 to -0kts, +/- 5O

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. AI, note the pitch 5 Now move the scan from the outside visual reference to the AI (+8) and wings level. Hold this attitude – it is crucial not to allow the pitch attitude to reduce or increase ASI Primary

TC Secondary

AI

ALT

Master

Secondary

HSI Primary

Secondary y

VSI

6. 7. 8. 9.

Scan to the ASI, check speed and adjust attitude very slightly if required Scan to the VSI for rate of climb Trim Now revert to the standard selective radial scan for the Climbing phase of flight 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 panel IF (continued) b. Climbing and descending turns Aim

• To conduct climbing and descending turns on instruments

Airmanship

• Selective radial scan, Clearance, MSA checks

Performance

Descending turn

Climbing g turn

ASI Primary

TC y Primary

AI Master Instrument

HSI Secondary

• +/- 5kts

ALT Primary

ASI Primary

VSI

TC Primary

Secondary

AI Master Instrument

HSI Secondary

ALT Primary

VSI Secondary

Achieving:

Achieving:

2500 RPM, 25” MP

2400 RPM, 18” MP or as reqd

Pitch up just below the normal climb attitude, then roll into a Rate 1 turn

Pitch up just below the normal S&L attitude, then roll into a Rate 1 turn

Primary: ASI, ALT, TC for balance Secondary: VSI and HSI

Primary: ASI, ALT, TC for balance Secondary: VSI and HSI

Trim Aircraft may tend to overbank, control with aileron

Trim

20

2. Full panel IF (continued) c. Full panel unusual attitudes Aim

• Recovery from unusual attitudes

Airmanship

• Height for exercise is >3500’ agl. If the airspeed is within 10 kts of the stall, use a Standard Stall Recovery, accelerate before levelling the wings

Performance

• To recover promptly with minimum height loss

1 Check the ASI ASI

ASI low and reducing

ASI high and increasing

A Approach h to t Stall St ll 2

APPLY FULL POWER

3

Centralise the ball ROLL WINGS LEVEL

4

Ease control column FORWARD As ASI needle changes direction, check the control column back

5

Maintain heading & height Re-adjust power Re-trim if reqd

AI

S i l Di Spiral Dive 2

3

AI

At higher speeds, it may be necessary to t rollll th through h tto a R Rate t 1 turn in the opposite direction, hold that for 1 sec, then to roll wings level

ASI

ALT

CLOSE THROTTLES

Centralise the ball ROLL THROUGH WINGS LEVEL THEN CHECK BACK

4

Ease control column BACK As ASI needle changes direction, check the control column forward

5

Maintain heading & height Re-adjust power Re-trim if reqd

AI

AI

ASI

ALT

21

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: a a. b. c.

Limited panel IF LP flight and manoeuvres LP compass turns LP unusual attitudes

Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 22

3. Limited panel IF

a. LP flight and manoeuvres • To fly the aircraft safely when the AI and/or HSI fail, eg. due to Vacuum Pump failure

Aim

Airmanship

• Safe IF is impossible without any gyro instruments, thus the TC is critical

• With the AI and HSI failed,, the turn coordinator becomes the Master Instrument • The TC will indicate bank attitude only if the ball is centred

Performance

• Safe, accurate flight • +/- 15O, +/- 200’, +/- 10kts

Master Pitch Bank

Controlling Pitch: use the ASI (which reacts quickly to pitch changes) and the VSI as a backup Controlling Bank: use the TC (restricting turns to Rate 1) with the ball in the middle

TC

Secondary y

ASI, VSI

ALT

Compass

Ball

Compass

Heading Yaw

Primary y

TC

Ball Timing

Progress of turn

Compass

• Do not chase the needles, and do note attempt turns whilst changing height • It’s It’ difficult diffi lt to t use the th Compass C in i turns, t use Rate R t 1 timed ti d tturns (ie. (i 3d 3deg/s) / )

• Straight and Level

• Climbing & Descending Compass Secondary

ALT Primary

TC Master Instrument

Compass Secondary

Achieving:

ASI Primary

ALT Secondary

Achieving:

Power as reqd q

2500 RPM,, 25” MP

Wings level on TC

Wings level on TC

Scan ALT Monitor Compass Trim

TC Master Instrument

Scan ASI for Pitch Monitor Altimeter Trim

23

3. Limited panel IF

b. LP timed compass turns Aim

1. 2. 3. 4. 5. 6. 7. 8.

• To fly accurate, level turns on Limited Panel using the Timing method

Airmanship

• Maintain scan, use simple method to get correct sense/direction of turn and timing

Identify turn direction (shortest) and time (Rate 1: 3O per sec) Start timer Roll into Rate 1 turn using TC and maintain ball centred Apply slight back pressure if reqd to hold ALT and zero VSI Monitor timer, and when timing is up.... y roll wings g level,, and release any y back p pressure ...slowly Hold control pressure static for 5 seconds to stabilise Compass Observe the Compass heading

9. If there is a residual error, correct with Rate 1/3 turns (1O per sec) g of required q heading g until within 5 degrees

Performance

• Establish heading +/-5O, maintain +/- 200’, +/- 10kts

Method for calculating timing a Read the compass and set the current heading on the 1. top marker of the RBI or VOR indicator card b Note the desired heading, shortest distance to it gives 2. the direction of turn c Count the intervals from the top marker to the desired 3. heading d 4. Allow 10 sec for every 30O and 3 sec for every 10O

For example, a turn from 270 O to 050 O

• Scan for level timed turn

Select 270 using OBS a

Timer Secondary

Compass Secondary

ALT Primary

c

Count intervals of 30 O and 10 O

Achieving: Power as reqd Rate 1 on TC, ball centred

TC Master Instrument

a b

Scan ALT Monitor Timing Slight back pressure to maintain ALT if reqd

d

Identify 050 and note it’s a turn to the right

Time is 4 x 10sec (30 O intervals) plus 2 x 3 sec (10 O intervals) = 46 sec 24

3. Limited panel IF c. LP unusual attitudes Aim

• Recovery from unusual attitudes during Limited Panel flight

Airmanship

• Height for exercise is >3500’ agl. If the airspeed is within 10kts of the stall, use a Standard Stall Recovery, accelerate before levelling the wings

Performance

• To promptly recover on Limited Panel with minimum height loss

1 Check the ASI ASI

ASI low and reducing

ASI high and increasing

A Approach h to t Stall St ll 2

APPLY FULL POWER

3

Centralise the ball ROLL WINGS LEVEL

4

Ease control column FORWARD As ASI needle changes direction, check the control column back

5

Maintain heading & height Re-adjust power Re-trim if reqd

TC

S i l Di Spiral Dive 2

3

TC

At higher speeds, it may be necessary to t rollll th through h tto a R Rate t 1 turn in the opposite direction, hold that for 1 sec, then to roll wings level

ASI

ALT

CLOSE THROTTLES

Centralise the ball ROLL THROUGH WINGS LEVEL THEN CHECK BACK

4

Ease control column BACK As ASI needle changes direction, check the control column forward

5

Maintain heading & height Re-adjust power Re-trim if reqd

TC

TC

ASI

ALT

25

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: a. b. c. d. e. f f. g.

Single engine procedures Normal Circuit Engine failure in flight Single engine rate 1 turns Single engine climb & descent Engine failure after take off Engine failure drills Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 26

4. Single engine procedures

a. Introduction: normal 2 engine circuit • To fly a normal circuit and land in various configurations, to perform a go-around

Aim

Reds Blues Greens

85KIAS Flap 30

• VGLO, pre-landing checks, finals checks, speed & control, anticipation, spacing

Airmanship

Vat 75KIAS

Vr 71KIAS

TOSS 85KIAS Gear Up Flap Up

Performance

• +/- 5kts, +/- 100’

9 9

100KIAS 25” 2500rpm Rich

2 Engine

300’ Ts&Ps,S&C

15deg bank Ref point Ref. VGLO

90KIAS AR” 2500rpm Gear down Flap 20

Go Around

Smoothly apply full power pitch up +8O

Drag Flap retract

Gear retract and secure

Flap up in stages g

Avoid getting too low Anticipate turn

25” 2500rpm Rich

All turns are 90 degrees plus or minus wind correction to keep the ground track a rectangular pattern

95KIAS 16” 2500rpm Gear down Flap 10

1000’ Attitude, Power Power, Trim 18” 2500rpm Rich 120KIAS (keep pumps and lights on)

Don’t extend 30deg bank Ref. point VGLO

100KIAS Climb

15deg bank Ref. point VGLO

Pre-Landing Checks 105KIAS 18” 2500rpm Gear down Flap p 10

Brakes Off Undercarriage 3 Greens Mixture Rich Prop 2500rpm Fuel sufficient and pumps on engine Instruments Hatches and Harnesses landing Lights

Don’t converge or diverge

RTF: call downwind

30deg g bank Ref. point VGLO

27

4. Single engine procedures b. Engine failure in flight Aim

• To look at the effects of engine failure and to take corrective action

Airmanship

• Checks, seating, handover, touch drills

Performance

• +/- 10O, +/- 100’, +10kts/-5kts

Effect of Engine g Failure: in straight g and level flight g • Begin in normal level cruise 22” MAX rpm 130KIAS • Close one throttle • Visually observe effects, and then check on instruments; aircraft will YAW then ROLL..then..PITCH YAW..then.. ROLL then PITCH DOWN..then DOWN then enter enter..SPIRAL SPIRAL DESCENT

• Each effect • Needs a CONTROL CO O response

YAW.......... ROLL.....PITCH DOWN

RUDDER...AILERON....ELEVATOR U O O

Repeat demonstration with Instrument reference only 28

4. Single engine procedures

b. Engine failure in flight.....CONTINUED

Effect of Engine Failure: in turns example: right hand turn

OUTSIDE ENGINE FAILS • • • •

YAW ROLL PITCH DOWN SPIRAL DESCENT

> slow to develop > slow to develop > slow to develop > slow to develop

• Effects are slow to develop.. • ...harder to detect • ...easier to correct

X

INSIDE ENGINE FAILS

X

• • • •

YAW ROLL PITCH DOWN SPIRAL DESCENT

> fast to develop > fast to develop > fast to develop > fast to develop

• Effects are fast to develop.. • ...easier to detect • ...harder to correct

• Can be dangerous during a turn onto finals: with low power and the outside engine failing, the failure may not be easily noticed

29

4. Single engine procedures

b. Engine failure in flight.....CONTINUED Actions following an Engine Failure in cruise flight Corrective action

• When an engine fails, the aircraft will immediately yaw towards the failed engine. If uncorrected, it will roll wing-down into the failed engine and d then h pitch i hd down. If uncorrected d ffurther, h a spiral i ld descent will ill d develop. l The first action therefore is:

CONTROL • Correct the YAW by centring the ball with RUDDER • Correct the ROLL with AILERON • Correct the PITCH DOWN with ELEVATOR • • • •

Set 25” 2500rpm on the live engine or full power if required A slightly higher pitch attitude is needed(+2) Check airspeed stabilising at 110kts Trim accurately, then.....

IDENTIFY • DEAD LEG > DEAD ENGINE

Scan in single engine cruise flight

• Diagnose problem and decide off the Di bl dd id if a shut-down h td th failed f il d engine i iis appropriate. If so.....

FEATHER (do not rush) • Dead engine THROTTLE : close to verify • Dead engine PROP: feather • Dead engine MIXTURE: ICO

ASI Primary

AI Master Instrument

ALT Secondary

2500 RPM, 25” 25 MP Wings level, Pitch +2

• When workload permits:

Complete Phase 2 checks p

Achieving:

TC Primary

HSI Primary

VSI Secondary

Scan TC, ASI, HSI Monitor ALT, VSI Trim

• Use flow check method described on next page

30

4. Single engine procedures

b. Engine failure in flight.....CONTINUED PHASE 2 Flow Checks after engine shut down example: left engine failed/feathered Live Engine GAUGES CHECK (Ts&Ps, Ammeter, Vacuum)

Live Engine ALTERNATOR ON

2. Reverse the flow here, to protect the Live engine

Live Engine MAGS ON

Live Engine FUEL PUMP ON

Dead Engine ALTERNATOR OFF Dead Engine MAGS OFF g Dead Engine FUEL PUMP OFF Dead Engine CARB HEAT ON Dead Engine COWL FLAP CLOSED Dead Engine FUEL OFF

Live Engine CARB HEAT OFF Live Engine COWL FLAP OPEN

All checks are touch drills,, except p cowl flaps p The simulated dead engine cowl flap should be closed to reduce cooling, and the live engine cowl flap must be opened to prevent overheating during SE exercises

Live Engine FUEL ON

1. Begin flow for Phase 2 checks here, securing the Dead engine 31

4. Single engine procedures c. Single engine rate 1 turns Aim

• To carry out a co-ordinated rate 1 turn in single-engine flight

Airmanship

• Checks, selective radial scan

RATE ONE TURNS • All turns t in i IFR flight fli ht are rate t 1 • In asymmetric flight, extra care must be taken to avoid overbanking • Asymmetric turns are always level, never climbing or descending

Performance

Single engine rate 1 turn

AI

ASI

TURNS INTO THE DEAD ENGINE

• +/- 100’, +10kts/-5kts

Secondary

• This is the more critical situation situation, as the aircraft will tend to overbank overbank, because the asymmetric yawing moment is “aided” by the horizontal component of lift, producing a rolling moment

Master Instrument

ALT Primary

ROLL TC y Primary

HSI Secondary y

YAW from live engine

• Opposite aileron is required to maintain the angle of bank and rate of turn TURNS INTO THE LIVE ENGINE • This is the less critical situation, with a tendency for the aircraft to roll out of the turn. The asymmetric yawing moment “opposes” the horizontal component of lift, producing an opposite rolling moment

Achieving: 2500 RPM, 25” MP or as reqd B k as required Bank i d for f Rate R t 1 1, Pit Pitch h +2 2

ROLL Primary: TC for Rate 1 and ball centred, ALT level Secondary: ASI steady, HSI turn progress Trim YAW from f live li engine i

• Therefore, the selective radial scan is very important in both situations 32

4. Single engine procedures d. Single engine climb and descent Aim

• To carry out a single engine climb and descent

Airmanship

• Selective radial scan, Clearance, MSA checks

Performance

• +/- 5kts, +/- 10O

Single engine climb

Single engine descent

• In the climb, more rudder will be required than in straight and level flight, due to the increased asymmetric thrust and lower airspeed • The scan must be rigorously maintained, with particular attention to heading and airspeed • For continued climb, it is advisable to trim out as much rudder load as possible

• In the descent, the amount of rudder pressure will be lower due to the lower thrust and higher airspeed • Anticipate the level-off, and apply power smoothly keeping the ball centred; otherwise, an abrupt application of full power will result in uncoordinated yawing

ASI Primary

AI Master Instrument

ALT Secondary

85kts blue line

AI

ALT

ASI Primary

Master Instrument

Secondary

TC Primary

HSI Primary

Secondary

120kt 120kts

TC Primary

HSI Primary

VSI Secondary

VSI

Ball centred

Ball centred

Achieving:

Achieving:

Full Power

2400 RPM, 16” MP

Pitch +3, wings level

Pitch -2, wings level

Primary: ASI 85kts blue line, TC ball centred, HSI Secondary: VSI and ALT

Primary: ASI 120kts, TC ball centred, HSI 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 engine procedures

e. Engine failure after take off (EFATO) Aim

• To control the aircraft after an EFATO and to identify and feather the failed engine

Airmanship

• VGLO, Checks & engine instruments, seating, handover, touch drills

Performance

• +/-100’, +/-5kts, air exercise at 3000’

Effect of engine failure after take-off Take off Safety Speed, Vtoss • This is the minimum flight speed at which the average pilot can safely control the aircraft without throttling back the live engine following an EFATO • The safety speed for the BE76 is 85kts • Since the rotate speed Vr is 71kts, the gear is not retracted until 85kts

The EFATO Drills

Demonstration of why the EFATO drills are performed in a set order • From cruise, set 18”MP and Max RPM. Wait until aircraft decelerates to 120kts • Lower the gear and set flap 10

• We see from the demonstration that the EFATO drill sequence achieves the best possible performance

• Climb aircraft at 85kts, progressively increasing power to Full on both engines

Action • Close 1 throttle

• Should an engine failure occur between 71kts and 85kts, both throttles should be closed and the aircraft landed back on the runway

Configuration

x

• Yaw will be severe and full rudder may be required to centre the ball • The airspeed will reduce quickly so it is important to lower the nose to just above the ref. Horizon (+2)

Performance • Max rudder • RoD

CONTROL Check full power • Gear Up

• Flap Up

x

• Less rudder • Nil RoD

Gear Up

x

• Less rudder • RoC

Flap Up IDENTIFY (Dead leg > Dead Engine)

• Set Zero thrust

• Pitch for Vyse blue line 85kts

x

• Less rudder • +ve RoC

x

• Least rudder • Best +ve RoC

FEATHER • Dead engine THROTTLE : close to verify • Dead engine PROP: feather • Dead engine MIXTURE: ICO

• Stabilise climb at Vyse and scan • Complete phase 2 checks 34

4. Single engine procedures f. EFATO drill – IR Test format

In the climb-out (100kts 25”MP 2500RPM) the Examiner will obscure the throttle quadrant and retard the L or R throttle

CONTROL

+2 Wings level

• Correct the YAW by centring the ball with RUDDER • Correct the ROLL with AILERON, wings level • PITCH DOWN with ELEVATOR to +2

IDENTIFY

(Dead leg > Dead Engine) • Call C ll outt “L/R engine i ffailure, il any fifire?” ?” • 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 • However, in the IR test, the examiner will obscure the throttle quadrant until the candidate has identified the failed engine, so the Power and Gear/Flap items are conducted after the IDENTIFY step

Ball centred Note: the candidate has to identify the failed engine before the Examiner reveals the throttle quadrant for the Max Power sweep forward of controls

Check Power-Power-Power

(sweep all engine controls fwd in R-L sequence: Mixtures, Props, Throttles, exceptt the th th throttle ttl th the examiner i h has retarded) t d d)

3 GEAR

(touch drill)

• Dead engine THROTTLE : close to verify • Dead engine PROP: feather • Dead engine MIXTURE: ICO

1 FLAP

1

Check Gear UP and Flap UP FEATHER

2

1

2

2

3

• Examiner E i will ill apply l zero th thrustt ASI Primary

AI Master

ALT Secondar y

HSI Primary

VSI S d Secondar y

Stabilise climb at Vyse and scan Complete phase 2 checks • Use flow check method described previously

TC Primary

2 +2 Wings level 85kts blue line Maintain Heading Ball centred

35

4. Single engine procedures g. Single engine circuit

• To learn to fly a circuit and land following EFATO and go-around

Aim

Airmanship

• VGLO, Asymmetric Committal Height (200agl), Zero Thrust, Touch Drills

Asymmetric Committal Height (200agl) G gear down R runway clear A approach stable P permission to land Reds Blues Greens 15deg bank Ref. point VGLO

If any of the 4 criteria are not met then...

90KIAS AR 2500rpm AR” Gear down Flap 20 95KIAS 16” 2500rpm Gear down G d Flap 10

85KIAS Flap 30

Go Around

Avoid o d gett getting g too low o Anticipate turn

Vat 75KIAS

Vr 71KIAS

TOSS 85KIAS Gear Up Flap Up

• +/- 5kts, +/- 100’. • Single engine speeds +10kts/-0kts

Control Max Power (sweep) G Gear & Fl Flap up Identify (DL-DE) Feather 85KIAS Blue Line Continue ahead until stable

100KIAS 25” 2500rpm Rich

ENGINE FAILURE Smoothly apply full power Pitch up +2O Control yaw Prevent pitch and roll

Gear and Flap retract

Pre-Landing Checks

Able to descend once 3 greens confirmed

Brakes Off Undercarriage Defer Mixture Rich 105KIAS 18” 2500rpm Gear down Flap 10

Single Engine

15deg bank Ref. point VGLO

Climb attitude Blue line

85KIAS Climb Max MP Max rpm Rich

All turns are 90 degrees plus or minus wind correction to keep the ground track a rectangular pattern

Don’t extend

8 9

>300’ 300’

Undercarriage down in transit

15deg bank Ref. point VGLO

Performance

Prop 2500rpm Fuel sufficient and pumps on engine Instruments Hatches and Harnesses landing Lights

Max MP & rpm Rich 85KIAS 1000’ Attitude, power, trim 25” 2500rpm Rich 105KIAS

Don’t converge or diverge RTF: call downwind

Phase 2 checks when stable 15deg bank Ref. point VGLO

36

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: a. b. c. d. e. f.

VOR, DME and basic procedures VOR instrumentation and tracking Direct entries and Procedure turns DME and fixes DME Arc VOR Hold VOR Approach

Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 37

5. VOR, DME and basic procedures a. VOR instrumentation

• To learn to use the VOR for both tracking and position fixing

Aim

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D,

Performance

• To learn to track within 5O (1/2 scale deflection) & +/- 5kts, +/- 100’

Air Exercise : VOR Instrumentation • VOR ground stations operate in the VHF band and transmit a reference-phase reference phase and a rotating-phase signal to encode direction - Line of sight range increases with height; approx 60nm at 2000’ - Range nm ≈ 1.25 (√Ht + √Hr) with Ht, Hr in feet

• The Course Deviation Indicator (CDI) or HSI (Horizontal Situation Indicator) is used to display VOR navigation information - the Omni Bearing g Selector ((OBS)) is used to select the required q radial - the TO/FROM flags show whether the radial selected will take you to or from the station - the Deviation needle moves over a scale of dots 2O apart

Standby VOR frequency

• Using the VOR, we can identify which radial we are on, and also intercept and track a radial • To find out what radial from a VOR you are on 1. tune and ident the beacon 2. rotate the OBS to centralise the needle with the FROM flag showing 3. read the radial above the course pointer (HSI) or at the top of the instrument (CDI)

Active VOR freq

• In this example, the aircraft is on the 180 radial from the VOR. An exact fix can be found by tuning to another VOR in range and seeing where the 2 radials cross

Nav source annunciator

Freq toggle Freq select

Heading 240

Nav source selector The VOR transmits directionally coded radials, in a pattern like the spokes of a wheel

Course pointer HDG bug Deviation needle To/From flag, in From position

OBS knob

HDG bug setting knob

In a modern aircraft, a GPS NAV/COM unit may provide both Radio and GPS navigation g signals. g It is important p that the ‘Display’ item in the “S-I-D” check includes the appropriate switches and annunciators, to ensure the correct source is being displayed on the instrument

Compass card slaved to master flux compass

Heading 240 Radial 180 FROM

Radial 180 FROM

38

5. VOR, DME and basic procedures a. VOR tracking to Aim

• To intercept a particular track to a VOR

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D, DOCs

Performance

• +/-5O (1/2 scale deflection) • +/- 5kts, +/- 100’

030

Air Exercise : Tracking to a VOR

080 11.If the aircraft drifts off-track, turn as indicated by the beam bar to re-intercept the radial, and apply a drift correction. As you get closer, smaller heading changes will be needed to re-intercept 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. The closer you are to the facility, the larger the lead in (1in60 rule). The larger the intercept angle, the larger the lead in required

12.As you approach the facility, the beam bar will become erratic, do not chase it, but maintain driftassessed heading

080 TO O

13. Beacon passage will be indicated by the TO flag disappearing and the FROM flag showing

075 TO

6.Mentallyy p picture where yyou are an add or subtract the intercept angle to/from the required TO radial (not the aircraft heading). 08060degrees = 020 intercept heading 7.Turn onto the intercept heading

4.Set the required radial on the HSI (080) and note how many degrees off you are (080-030=50 degrees) 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

180 09 90

8.The needle will show a FLY LEFT, but maintain the intercept heading; especially using a CDI, where the picture is less intuitive. Remember the aircraft heading has no effect on the needle presentation; ie. If you turned left to chase the needle, you could fly 360 without changing the presentation

270

Wind 030/20

1.Tune and identify the VOR (SID) 2 Find out what radial you are on TO the 2.Find VOR 3.On the HSI, centralise the beam bar with the TO flag showing (030) 39

5. VOR, DME and basic procedures a. VOR tracking from Aim

• To intercept a particular track from a VOR

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D, DOCs

Air Exercise : Tracking from a VOR 11.If the aircraft drifts off-track, turn as indicated by the beam bar to reintercept the radial, and apply a drift correction. As you get further away, larger heading changes will be needed to re-intercept

Performance

• +/-5O (1/2 scale deflection) • +/- 5kts, +/- 100’

210 260

265 FROM 260 FROM 255 FROM Wind 210/20

9.As the aircraft approaches the radial, the beam bar will start to move towards the centre (in this illustration, 5 degrees from the radial, the beam bar is at half-scale deflection) 10.Check how quickly the needle is moving and turn to intercept p accordingly. g y The closer yyou are to the facility, the larger the lead in (1in60 rule). The larger the intercept angle, the larger the lead in required 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 4.Set the required radial on the HSI (080) and note how many degrees off you are (260-210=40) 5.Check the distance from the facility and work out an intercept angle (40 degrees) The closer you are to the facility, the small the intercept and vice versa. The max intercept is 85 degrees

8.The needle will show a FLY RIGHT, but maintain the intercept heading; especially using a CDI, where the picture is less intuitive. Remember the aircraft heading has no effect on the needle presentation; ie If you turned right to chase the ie. needle, you could fly 360 without changing the presentation

1.Tune 1 T and d id identify tif th the VOR (SID) 2.Find the radial you are on FROM the VOR 3.On the HSI, centralise the beam bar with the FROM flag showing (210) 40

5. VOR, DME and basic procedures b. Direct entries and Procedure turns

Direct Entry to a Procedure turn and Base Turn • Unless the procedure specifies particular entry restrictions, reversal procedures shall be entered from a TRACK within +// 30 degrees of the outbound track of a reversal procedure

45/180 Procedure turn • Approaching the required turning waypoint, which may be a radial/dme, timing from a facility or RNAV waypoint: 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

30 degrees 30 degrees

current course 2. at the waypoint, start the timing: Cat A&B 1min, Cat C&D 1min15” 3. turn 45 degrees on to the heading bug 4. at the end of the timing, turn 180 degrees in the opposite direction to intercept the inbound track on the CDI O 4

Rate 1 turn through 180

Use the HSI picture to confirm the direction of the 180O turn from the 45O heading bug track: towards the tail of the OBS course pointer

3 O 45 1

2

80/260 Procedure turn • However, for base turns where the +/- 30 degrees does not include the reciprocal of the inbound track, the entry sector is expanded to include it

Reciprocal of inbound track

• At the required turning point, which may be a radial/dme, timing from a facility or RNAV waypoint: 1. Set the heading bug 80 degrees from the heading (direction as depicted on the chart, left turn is typical. On airways you may choose either direction, downwind is preferable) and the CDI to the new, reciprocal, track. 2. Turn on the 80 degrees onto the Heading bug 3. As soon as the 80 degree off-heading is reached, reverse the turn 260 degrees in the opposite direction to intercept the inbound track

3 2 1

Rate 1 turn through 260O

80O

• The 80/260 turn is an alternative to the 45/180, unless specifically excluded 41

5. VOR, DME and basic procedures c. The DME instrument and fixes Aim

• To learn to use the DME and to establish aircraft position using DME and VOR

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

Display

3 position function switch for remote tuning (RMT), frequency display (FREQ) and Groundspeed/Time-to-station display (GS/T)

• +/- 5O, +/- 5kts, +/- 100’

Air Exercise (ii) VOR/DME fix

Air Exercise (i) Use of DME • The DME is a system incorporating a ground-based transponder and an airborne transmitter designed to give distance information between the two

Performance

• A VOR can be used to provide a position line by selecting and identing the VOR, 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 • A DME can similarly be used to provide a position arc from a DME station by drawing g a circle segment g using gap pair 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 DME which is not collocated: this will result in two fixes: a good and false one. In this case, a second VOR is required:

• Aircraft equipment varies in presentation. Another common installation uses a remote display slaved 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 At 6000’ overhead the station, DME indicates 1nm

b DME provides both a good and false fix

a VOR p provides a position line

Ground distance error small

EGHH 42

5. VOR, DME and basic procedures d. The DME Arc Aim

• To learn to intercept and track a DME arc

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

Air Exercise : EGHH 15nm DME arc

Performance

• +/- 1nm, +/- 5O , +/- 5kts, +/- 100’

15.0

1.Select and identify the directional facility collocated with the DME (VOR or NDB), and display the bearing on the RMI (BIA 339) 2.Select and identify the DME (IBH 110.5) 3.Turn towards the facility, using the RMI needle to track directly to it

Wind 310/20

11. A drift correction will mean that needle is not kept on the beam mark of the RMI. If the drift assessed heading is away from the facility, the needle will be aft of the beam mark and vice-versa

14.8

16 0 16.0 15.0 15.4

4. Use 0.5nm as the lead-in distance at 120kts 5. Nearing15.5d, set the heading bug 90O left or right (as appropriate) of the heading direct to the facility 6. At 15.5d, turn at Rate 1 onto the heading bug

10. Make corrections by steering away from the head of the needle if the DME distances is too low and vice-versa. If too close, note that the arc is curving towards you you, so use a smaller 5O heading correction per 0.1nm distance error 9. Track along the arc by keeping the RMI needle exactly abeam the aircraft heading; making tiny heading changes towards the y progress p g g the arc. For facilityy as you along example, at 120kts on a 15nm arc, you will be turning approximately 1 degree per minute. 7. Monitor the turn to roll-out at exactly the desired DME arc distance 8. If needed, use an intercept of 10O per 0.1nm; for example l if att 15.2d, 15 2d you still till h have 20O to t turn, t hold h ld the 20O intercept until 15.1d, then reduce the intercept to 10O etc Note: dip error is small when the NDB is abeam the aircraft, so it may be ignored when intercepting a DME arc, and, of course, there is no dip error if following a VOR-DME arc

RMI VOR needle not illustrated

Note: A DME arc may be flown, if required, without the aid of a collocated directional facility. In this case, track towards the DME station using an estimated position and heading. When approaching the arc distance, turn 90O left or right (as appropriate). Use the DME distance changes to judge corrections, adjusting as required. The DME displays ground speed towards or away from the station, so a very low DME G/S may be used as an indication of a heading along the DME arc. However, note that the speed readout in this situation will lag heading changes, have an error of +/- 10 kts, and not indicate whether speed is to or from the station.

15 DME arc IBH 43

5. VOR, DME and basic procedures

e. The VOR Hold (see also Phase 6 for detail on Hold procedures) Aim

• To learn to fly a published VOR hold to the required standard using an HSI and RMI

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

Performance

• ½ scale deflection • +/- 5kts, +/- 5O, +/- 100’

Air Exercise : Jersey JSY VOR/DME hold

1.Select and identify the JSY VOR 112.2 on NAV1. Select the inbound holding track on the HSI (266O) 2.Identify the direct track to the JSY using the RMI (or NAV2 and #2 CDI) 3.Select and identify the JSY DME 112.2 4.Track direct to the JSY 5.Identify which hold entry is required, in this case a Direct Entry

9. Closing the VOR, maintain the drift corrected heading 10. Use the reversal of the HSI To/From flag as the indicator of VOR passage – not the RMI needle or DME The intercept and tracking technique is exactly the same as using a VOR enroute

6. Approaching the JSY, set the heading bug to the Outbound heading (086O) plus drift 7. Overhead the JSY, hold the heading for 10 seconds to compensate for the join angle, then turn Rate 1 onto the heading bug

2.0 Approx DME reading

6. When abeam the JSY, the tail of the RMI VOR needle will i di t 176 indicate 7. Being the timing for the outbound leg when abeam or wings level, whichever is later

2.5

8. At the end of the timing, turn at Rate 1 to intercept the inbound track, using the HSI CDI presentation

Wind 180/20

0.7

Tail indicates 116 radial

116 radial

176 radial

146 radial

If the 30 degree “gate” gate is reached prior to the timing expiring, turn to track along the gate

the “gate”, 30 degs from the Outbound track

RMI ADF needle not illustrated

44

5. VOR, DME and basic procedures

f. The VOR Approach: flying the EGJB VOR DME Rwy 27 procedure Aim

• To fly the published VOR Rwy27 procedure and missed approach to IR Test standards

Airmanship

Simultaneously

2 Engine

Flap 10

2000’ 9 1000’ Reds Blues Greens

3.0

Not visual; at the MAP: Go-around

• ½ scale deflection • +/- 5O, +/- 5kts, +/- 100’; MDA +50’/-0’

9Established on inbound track

At the FAF 9Check Alt 9Start time

Pumps ON Lights ON

2000’ Flap up Fl 18” 2400rpm 120KIAS

Performance

9 9

Crossing C i the th IAF: IAF Time- Turn-Talk

9ATIS received 9Approach briefing complete 9Radio/Altimeter/Ice checks

• The “Approach Approach Briefing Briefing” is a review and call-out of the applicable items on the Jeppesen “Briefing Strip” (see page 61) – ie. primary facility, final approach track, minima, MSA and missed approach

• Planning, charts & plates , instrument ground checks, SID, MDA

M

MDA 660’

Gear Down

Flap 20

680’ 680 22” MAX rpm 100KIAS Level-off

Smoothly apply full power Pitch up +8O drag d ag Flap ap retract et act Gear retract and secure Flap up in stages 100KIAS Climb 25” 2500rpm

93 greens 0.4d before FAF 0.2d before FAF

2.5

094O

5.6

9Cleared to descend with the proc. 9Altimeters x-checked 9Established +/- 5O on inbound track

Just before the procedure turn, set the HSI OBS to the inbound track of 274O. Use the heading bug for the 139O and 319O tracks and then intercept the HSI needle

7 6 7.6

3.0 9Climb ahead to 2000’ or 3DME, whichever is later 9Then Then turn right direct to the VOR

274O 7 6d outbound: At 7.6d 9Time (1 min) 9Turn to 139O

When time expires, turn Rate 1 to heading 319 to intercept QDM274 45

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Phase 6: a. b. c. d d. e.

NDB tracking, holds and procedures The ADF receiver and RMI NDB tracking using the RMI Holding procedures NDB Approach The Circle-to-Land

Phase 7: Radar Procedures a. The Transponder b b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System pp b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d. Airways procedures e. Airways training routes 46

6. NDB tracking, holds and procedures a. The ADF receiver and RMI Aim

• To learn to use the ADF and RMI for both tracking and position fixing

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

• To learn to track within 5O & +/- 5kts, +/- 100’

Air Exercise (ii) : Use of RMI

Air Exercise (i) : Use of ADF • N Non-Directional Di ti lB Beacons (NDB (NDBs)) operate t b between t 200 200-800 800 kH kHz iin th the L Low and d Medium frequency bands (European NDBs are in the 225-455kHz range) • Enroute NDBs have a range of ~100nm and airfield locator beacons ~20nm • The Automatic Direction Finder receiver (example below) is used to obtain the NDB station bearing from the aircraft, which is displayed on the Radio Magnetic Indicator (RMI) or the ADF Indicator (this manual only refers to the RMI)

Performance

• Th The RMI iinstrument t t combines bi a compass card, d slaved l d ffrom th the HSI master t compass, with 2 needle pointers indicating magnetic bearing to radio aids. • In the Bendix/King KI229 instrument, the narrow green needle is a VOR pointer, whose source may be selected between the NAV 1 and NAV 2 radios, and the wide yellow needle is the ADF pointer. Other models of RMI may have slightly different styles of needle presentation and selection. NAV 1 Aircraft magnetic heading reference

RMI

1

ADF

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. ADF mode must be engaged for the RMI to display correctly

• Errors: - Receiver not in ADF mode, or wrong frequency selected (check ident) - Station too distant, check AIP for DOC range - Faulty station or receiver, interference from other stations - Signal distorted by night effect effect, coastal effect effect, thunderstorms or static in heavy rain - Dip Error (see next page) • The ADF-RMI does not have any means of alerting the user to an erroneous indication such as a warning flag. The NDB should be re-idented at intervals after the initial S-I-D operation

The Instrument Scan during RMI tracking When tracking g with the RMI,, the normal scan is modified to disregard the DI/HSI and use the RMI instead. However, heading changes (other than minor corrections) should be made using the HSI and Heading Bug, with the scan reverting to the RMI when established on the new heading

ASI 2ndry

TC 2ndry

AI Master Instrument

ALT Primary

RMI Primary

47

6. NDB tracking, holds and procedures a. The ADF receiver and RMI continued Air Exercise (iii) : Dip Error

• Dip Error is higher when the aircraft is: - heading directly towards or away from the beacon - nearer the beacon - at a higher altitude

• An ADF indicates QDM by rotating a loop antenna to find the “null position” when the antenna plane is as perpendicular as it can be to the vertically polarised NDB transmission. However, the QDM is only accurate in flight with wings level. • The plane of the loop antenna is vertical and the radio signals from the NDB are received at an upward tilt, because the aircraft is above the transmitter. In un-banked flight (level, climbing or descending) this tilt does not matter, because no rotation of the loop left or right will result in a better “null”

Near and high, the NDB transmission is received by the vertical elements of loop antenna at a higher tilt angle

NDB

Vertical elements of loop antenna in null p position

Aircraft banks and vertical elements of loop antenna are no longer in null position.......

Far and low, the transmission is almost perpendicular to the plane of the loop antenna, so the vertical elements receive it symmetrically even when the aircraft is banked

...so motor rotates the loop in the direction of the bank to achieve a null In both examples below, the loop antenna (with a vertical element at each end) 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 360, but in a bank, the RMI needle “dips” into the turn, and the Indicated QDM has a Dip Error

With the beacon abeam the aircraft, any bank will result in both vertical elements tilting symmetrically with respect to the NDB transmission, so no Dip Error is induced

• 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 thus making the loop plane closer to perpendicular to the NDB signal. This will result in a 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

• Dip Error always results in the needle moving from the correct QDM towards the 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.

Actual QDM 020 Banked left

Actual QDM 020 Wings level

Actual QDM 020 Banked right

Indicated QDM 012

Indicated QDM 020

Indicated QDM 028 48

6. NDB tracking, holds and procedures b. NDB tracking introduction

Air Exercise (i) : Judging intercept and correction headings Illustration of “pushing the head” and “pulling pulling the tail tail” of the needle

Track Intercept example 1 • Heading 035 • Heading 090, QDM 075 • QDM 075 being “pushed“ to 120 • Desired track is QDM 120 1.Identify current QDM: 075 1

2.Note desired QDM change (in the shortest direction): needle head needs to be pushed right g by y 45O 3.Determine the intercept heading (eg. 60O) referenced from the desired QDM in the opposite direction to the QDM change. If that is close to the current QDM (needle won’t be pushed enough), use a larger intercept (eg. 90O) 4. Turn on to intercept heading (eg. 120-090O = 030)

2

3

Using this understanding of how the needle moves on any given heading, a suitable intercept heading to achieve a desired QDM or QDR may y be determined (see ( examples))

Similarly, the tail of the needle is “pulled” around the compass card towards the heading reference

• Heading 035, QDR 255 • Desired track is QDR 180

339 BIA

One can imagine the small orange reference airplane in the centre of the RMI moving forward forward, and the needle needle, pointing to its fixed ground station, thus being pushed around Aircraft heading reference

In still air and on any given heading (other than directly to or from the beacon) the head of the needle will always be “pushed” around the compass card away from the aircraft heading reference

3

1

Track Intercept example 2 • Heading 120 • QDR 255 being “pulled“ to180 1.Identify current QDR: 255 2.Note direction of desired QDR: 4 needle tail needs to be pulled left 3.Determine the intercept heading (eg. 60O) referenced from the desired QDM and in the same direction as the QDM change required (left in this case) 4. Turn on to intercept heading (180-060 O =120)

2

• Heading 080, QDM 060 • Desired track is QDM 080 3

4

1

2

Track Correction example • Heading 040 • QDM 060 being “pushed“ to 080 1.Identify current QDM: 060 2 Note desired QDM change: 2.Note 4 needle head needs to be pushed right by 20O 3.Determine the intercept heading as twice the QDM change in the opposite direction (ie. 40O left turn) referenced from the desired QDM QDM. 4. Turn on to intercept heading (080-040 O = 040) (Correct in the same direction as the QDR change when tracking the needle tail)

49

6. NDB tracking, holds and procedures b. Tracking to an NDB Aim

• To learn to use the ADF and RMI for both tracking and position fixing

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

Performance

• To learn to track within 5O & +/- 5kts, +/- 100’

Air Exercise (ii) : Intercepting and holding a specified track to a beacon

Wind 010/20

4. As the needle approaches the required QDM, allow enough lead-in to turn the aircraft onto the required track. Use the 1-in-60 rule; for example, at 10nm a 5O lead-in is a distance of ~0.5nm, about right for a 60 O rate 1 turn at 120kts

Required track QDM 080

6. ...turn the aircraft left by 2x the QDM error (eg. in this example, error is 5O, so turn left from 080 to 070) to re-intercept the QDM and then establish a drift-assessed drift assessed heading 5. If the needle drifts left (eg. QDM now 075 and heading 080) .......

QDM 075

• Within 40 degrees of the vertical from the NDB, transmissions are weak and the RMI needle will not indicate correctly – this is called the “cone of confusion”

1.Tune and identify the NDB (SID) 2.The needle will indicate QDM to the beacon (065) regardless of the heading of the aircraft 3.Determine the direction to turn and the intercept p angle (in this example a right turn for a 60 degree intercept, so a heading of 020)

• At 3000’, this cone is ~0.4nm in radius, and ~0.8nm at 6000’. Within the “cone”, you must hold a constant driftassessed heading, g, and not chase the RMI needle cone of confusion

QDM 065

50

6. NDB tracking, holds and procedures b. Tracking from an NDB Aim

• To learn to use the ADF and RMI for both tracking and position fixing

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

Air Exercise (iii) : Intercepting and holding a specified track from a beacon 1.Tune and identify the NDB (SID) 2.The needle tail will indicate QDR from the beacon (020) regardless of the heading of the aircraft. Always use the needle tail to track from a beacon, as this will show the radial you are on (QDR) and remind you the aircraft is tracking away 3 Determine the direction to turn and the intercept angle 3. (in this example the existing heading of 090 is already pulling the needle tail around towards the desired QDR of 064. However, this is a modest intercept angle of 26O, a 60O intercept is illustrated on a heading of 124)

4. As the needle approaches the required QDM, allow enough lead-in to turn the aircraft onto the required track. Use the 1-in-60 rule; for example, a 60 O rate 1 turn at 120kts needs ~0.5nm, so at 3nm from the beacon a lead-in of 10O could be used (ie. QDR 054) since 10O @ 3nm is ~0.5nm (1-in-60)

Wind 310/20

Performance

• To learn to track within 5O & +/- 5kts, +/- 100’

QDR 059

Required track QDR 064

QDR 069

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 5. If the needle tail drifts right (eg. QDM now 069 and heading 064) .......

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 t /10 F l att 1 ti = 10O; att 0 5 ti = 5O; closer l th 5 the distance/10. For example, 1nm, max correction 0.5nm, max correction than 0 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. NDB tracking, holds and procedures

c. Holding procedures (i) The ICAO holding pattern Standard hold with right-hand turns

1

The Inbound leg is defined by a track to the holding fix 6

Inbound Turn At the end of the Outbound leg, a Rate 1 turn to the right is established, to intercept the Inbound track 5

Hold begins at the holding fix

Holding Fix 2

Inbound leg

Outbound end

Outbound Turn On passing the holding fix, a Rate 1 turn to the right is established.

The Outbound leg is defined by timing (1 minute) and track (as published) 4

“H ldi side” “Holding id ” “Non-Holding side”

3 The Outbound leg begins at

Outbound leg Abeam position

the Abeam position, or when established on the Outbound track, whichever is later

The design of the Holding Area and the Buffer Area (ICAO PANS OPS Doc 8168 Part II Section 4) • The hold is designed to be flown at a max speed of 230KIAS (280KIAS in turbulence) below 14,000’. The max speed increases in stages to Mach 0.83 above 34,000’. Holds specified as only for Category A & B aircraft are designed for a max speed of 170KIAS. Helicopters are assumed to fly holds at 100KIAS. • The turns are assumed to use Rate 1 up to a maximum angle of bank of 25O • The outbound leg g timing g is 1min below 14,000’ , and 1min30s above 14,000’. , Note that the ICAO hold is no longer g defined as a 4min p pattern;; so,, strictlyy speaking, p g, the outbound leg time need not be corrected for wind • A holding area is designed around these specifications, with various tolerances for the fix position, the beginning of turns, time to establish a bank, track accuracy, and the effect of 95% probable winds at the max holding speed. The holding area provides 1000’ of obstacle and terrain clearance. The buffer area extends to 5nm beyond the holding area, and provides obstacle clearance of 1000’ at 1nm, tapering to 200’ at 5nm. In mountainous areas, the obstacle clearance is greater. • In general, the holding area is much larger than required for a light aircraft, because it is designed for jets holding at 230-280KIAS. However, the hold area is not designed for every adverse combination of strong winds and light aircraft speeds speeds, and ICAO PANS OPS expects that “the the normal operational adjustments made by the pilots of such aircraft should keep the aircraft within the area”. Hence, we fly holds making adjustments to track and timing to compensate for wind. • Note that a published hold may specify a different timing or limiting speed from the ICAO standard, and ‘non-standard’ left-hand turns 52

6. NDB tracking, holds and procedures

c. Holding procedures (ii) The ICAO hold entry procedures Standard hold with right-hand turns

Heading to the fix at 70O from the outbound track to the holding side

Sector 3: Direct Entry The Direct Entry is flown like a normal holding pattern once over the fix, with a right turn onto the outbound leg.

The hold entry Sector is determined by the heading to the holding fix. There is a zone of flexibility 5O either side of the sector boundaries within which the pilot can select either sector

Sector 2: Offset Entry

During this turn, you may level the wings with 90O to go and hold that heading briefly, in order to avoid the outbound track g flown too close to the inbound. 1sec for every y 10O of being deviation on the direct entry heading from the inbound track is a good rule of thumb. For example, the dark blue arrow is a heading of 135 with an inbound track of 090. During the outbound turn, a course of 180 could be held for 5s.

After crossing the fix fix, the Offset Entry is flown by turning onto a track 30O from the reciprocal of the inbound track, on the holding side. This track is maintained for 1min and followed by a right turn to intercept the inbound track to the holding fix

Heading to the fix on the outbound track

30O

Sector 1: Parallel Entry

• The mnemonic P-O-D can be used to remember the 3 entry names (Parallel-Offset-Direct for sectors 1-2-3)

Heading to the fix at 70O from the inbound track to the non-holding side

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 back to the beacon (or, alternatively, to intercept the inbound track) Note that the parallel leg is flown on the non-holding side, you h ld not attempt to iintercept the h reciprocal i l off the h iinbound b d lleg. should

53

6. NDB tracking, holds and procedures

c. Holding procedures (iii) Example of non-standard (left hand) holding pattern Published BIA hold at EGHH, with left-hand turns Heading to the BIA of 148 O

Arrival from the Northeast: Sector 1 Parallel Entry

Heading to the BIA of 258 O

Arrival from the Southeast: S t 2 Off Sector Offsett E Entry t Arrival from the West and South: Sector 3 Direct Entry Heading to the BIA of 328 O Working out the correct entry for an unfamiliar hold: • The sector diagram can be drawn on any hold by - extending the inbound track beyond the fix - drawing a line through the fix that cuts the short end of the hold, with the slice being wider on the outbound side • Sector 1 is the “sliced end”, Sector 2 is the narrow one opposite the hold, and Sector 3 is the semicircle

54

6. NDB tracking, holds and procedures

c. Holding patterns and procedures (iv) Flying the BIA hold (still air) • To enter and fly the published BIA hold to IR test standards

Aim

Monitoring progress of inbound turn (example in still air) i

Halfway around the turn turn, the heading should be 168 (with 90 O of turn remaining) The true QDM should be 093, and the indicated QDM should be ~093 (abeam, hence no Dip Error)

• Current charts, check Weather and Wind aloft, S-I-D, time-turn-talk

Airmanship • • • • •

• Establish inbound track within 5O for 30s, +/- 5kts, +/- 100’

Select and identify the BIA NDB 339 Select and identify the IBH/IBMH DME 110.5 Set holding power (BE76: 18”MP 2400RPM 120KIAS) Perform hold checks (Arrival) 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 (Dip Error is smaller when closer to the abeam position)

1. Start 1min timing abeam the facility or wings level, level whichever is later

2. If the 30 degree gate is reached prior to the timing expiring, turn to fly along the gate 3 At the 3. th end d off the th timing, ti i commence a Rate R t 1 turn to the left

the 30O “gate”: 288 QDR

348 QDR

258O

2.5 approximate DME indication for a correctly flown hold at 120KIAS

4. Monitor the RMI to assess the progress of the turn

i 168 168

348

258

iii With 30 O of turn remaining, the heading will be 108. The true QDM should be 083, and the indicated QDM should be ~078 (Dip Error approaching its head-on maximum of ~7O)

Performance

0 9 0.9

(See expanded view on left)

ii

iii

15O

2.2

078O

10O 5O

0.5

5. Maintain the inbound track, using 10O corrections to 1nm, then 5O. Closer than 0.5nm, do not adjust heading

• 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. NDB tracking, holds and procedures

c. Holding patterns and procedures (v) Effect of wind on the BIA hold Basic Wind Corrections

Effect of Wind

Westerly

Northerly

Easterly

Southerly

The 1 min outbound leg is shortened and the inbound turn is elongated, leaving less time to intercept the inbound track

We have little flexibility on 3 of the 4 legs of the hold: we must turn at Rate 1, and we must fly the inbound track. Therefore, the outbound heading and timing is the main adjustment we can make for wind

We extend the outbound timing g by y 1.5s for every y estimated knot of headwind, and check this correction extends the outbound leg to ~2.5dme Alternatively, we can measure the time during the outbound turn from crossing the fix to abeam the fix, and use this as the time for the outbound leg. This only works if the fix is crossed on the correct inbound track, ((which it often isn’t during g the hold entry) y)

The outbound turn is squashed and the inbound turn elongated, making it hard to intercept the inbound track

On the outbound leg, when the 30O gate is reached, we track along it for the remainder of the timing. The inbound turn will be wide, because we can not turn more steeply than Rate 1, but the intercept onto the inbound track will be more satisfactory. A better alternative is to use an adjusted j g gate angle g of 35-40O (see example on next page). If we estimate a drift correction inbound and apply 2-3x drift on the outbound leg, the wind effect should be negated, but we still use the gate as a back-up

The timing will begin when wings are level, well beyond the abeam point; thus the entire hold is elongated

The ICAO hold specifies 1min outbound, and the holding area is designed to accommodate the effects of wind. At light aircraft speeds, we will remain within the holding area under any conceivable easterly wind strength, so there is no need to reduce the outbound leg timing. We fly the hold as if it were still air, and accept the resulting flight path.

The outbound turn is elongated and the inbound turn squashed, requiring a very large intercept to establish the inbound track

On the outbound leg, when it is apparent the 30O gate will not be reached, we make a heading adjustment towards the hold. The inbound turn will be tight, and a 30O intercept should be maintained until the inbound track is established. The best method is to estimate a drift correction inbound and apply 2-3x drift on the outbound tb d leg, l still till using i th the gate t as a b back-up. k Th The requirement for this drift correction is apparent if our DME distance when abeam the holding fix is greater than 1nm

Increase timing

No correction for wind

56

6. NDB tracking, holds and procedures

c. Holding patterns and procedures (vi) Flying the BIA hold with wind correction (page1) Aim

• To enter and fly the published BIA hold to IR test standards

Airmanship

• Current charts, check Weather and Wind aloft, S-I-D, time-turn-talk

Estimating the wind and wind components at altitude

50N 0230W

• Refer to the Met Office Form 214 (Low Level Spot Wind) forecast appropriate to the time of flight • The 50N 0230W box is the best one to use for the EGHH area • Interpolate for the likely holding level, eg. 4000’

24 18 10 05 02 01

350 340 340 320 290 280

40 40 30 25 10 10

-33 -21 -05 +05 +11 +13

• In this example, 4000’ is 2/3rds of the way from the “02” to the “05” forecast levels. So we estimate: - wind direction = 2/3rds(320 2/3rds(320-290) 290) + 290 = 20 + 290 = 310 O - wind speed = 2/3rds(25-10) + 10 = 10 + 10 = 20kts • Hence, estimated wind is 310/20 Estimating Drift and Head/Tail Wind Component • We use the 1-in-60 1 in 60 rule, in the form of:

Max Drift angle = Wind Speed * 60 TAS

• In this example, using 120KTAS as the holding speed, the Max Drift is (20kts wind speed * 60) / 120KTAS = 10O • We use a simple rule of thumb to f t the factor th max drift d ift and d wind i d speed d for the angle between the aircraft track and the wind: • In this example, the wind is at ~50O to the desired track, so we use 0.8x • Hence, Hence Drift = 0.8 * 10O = ~8O Headwind = 0.8 * 20kts = ~15kts

Wind 310/20

90O 60O

30O

0O

0.8x

0.5x 258O

1x

Performance

• Establish inbound track within 5O for 30s, +/- 5kts, +/- 100’

Applying corrections to the still-air BIA hold procedure There are 4 adjustments we can make to the hold: 1. Apply Drift to the Outbound heading 2. Adjust the Outbound timing 3. Adjust the Gate angle 4. Hold an intercept during the Inbound turn

3

2

258O1

4

1. Apply Drift to the Outbound heading 1 We may use 3x the estimated Drift on the outbound leg, to account for the effects of drift 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 of 258 + 24 = 282. We may chose to apply 2.5x drift instead, for an Outbound Heading of 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 d3 3x d drift. t With t a more northerly wind, we might use 3x; with a more westerly one, 2x drift

2. Adjust the Outbound timing 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 After we first pass the beacon on the inbound track (ie. not an Entry track), we can time how long it takes to reach the Abeam position position. In still air air, this will be 60s 60s. The actual time thus measured can be used for our Outbound timing, since it will accurately reflect the effect of wind on a notional 60s leg. 3. Adjust the Gate angle With a northerly wind component, even if we turn inbound from exactly the right position on the 30O gate, our Rate 1 turn will be elongated southwards beyond the Inbound track. We can’t tighten the turn, so instead we adjust the gate to the north by a Single Drift angle of 8O. The Gate QDR becomes 288O + 8O = 296O. Combined with the longer timing, this should mean that we start our Inbound turn north of the actual hold pattern, allowing us to roll-out from the elongated turn on the inbound track 4. Hold an intercept during the Inbound turn During the inbound turn turn, we monitor the RMI to assess progress progress. Our only option for adjustment during this turn is to hold an intercept heading, eg. rolling wings level with 30O 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. NDB tracking, holds and procedures

c. Holding patterns and procedures (vi) Flying the BIA hold with wind correction (page2) Aim

• To enter and fly the published BIA hold to IR test standards

Wind 310/20 estimated drift: 8O estimated H/W comp: 15kts

Track with wind correction

Airmanship

• Current charts, check Weather and Wind aloft, S-I-D, time-turn-talk

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. On the second hold, time from the fix to the abeam point and use this time for the outbound leg 6. When the time expires, turn left at Rate 1 to intercept the inbound track

2.5

2.2

078O

348 QDR

258O

1. Roll out of the Outbound turn on the Drift Assessed heading of 282 (using 2.5x drift on the track of 258)

0.9

9. Within 0.5nm of the BIA, maintain the drift assessed heading

7. Monitor the RMI to assess the progress of the turn eg, with 30 O of turn remaining to the inbound track, the heading will be 108. The true QDM should be 083, and the indicated QDM should be ~078

• Establish inbound track within 5O for 30s, +/- 5kts, +/- 100’

2. Start the timing abeam the facility or wings level, whichever is later. In this example the turn is likely to be completed well before the Abeam position, so the timing will start abeam

3. Use a gate adjusted with 1x drift: hence 288 + 8 = gate QDR of 296 4. If this gate is reached prior to the timing expiring, turn to fly along the gate

Adjusted gate: 296 QDR

Performance

0.5

8. Maintain the inbound track, using initially the estimated drift of 8O. Correct as required, and if a different drift angle is apparent, use this for the next outbound leg

Track if no wind correction applied 58

6. NDB tracking, holds and procedures

d. The NDB Approach (i) the basic NDB procedure 9 9 9ATIS received 9Approach briefing complete 9Radio/Altimeter/Ice checks

Crossing the IAF: Time- Turn-Talk

Flap up 18” 2400rpm 120KIAS

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound track

Pumps ON Lights ON Flap 10 14” 2500rpm 14 120KIAS Descend

2 Engine

Level-off 18” 2500rpm 120KIAS

Arrival segment

R t 1 tturn tto Rate intercept final approach track

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages

9 1000’ Reds, Blues, Greens

At the FAF 9Check Alt 9Start time

100KIAS Climb 25” 2500rpm Note: • Although the MAP is the point at which you must go-around if not visual, this does not mean you may land if you become visual at any point before the MAP. The MAP may be well beyond the threshold, thus you might become visual too late to execute a safe landing. • Only land if you can do so using normal landing manoeuvres, otherwise continue to the MAP and fly the Missed Approach

9Established +/- 5O on inbound track

At the MDA

16” 2500rpm 100KIAS Descend

0.4d before FAF

Gear Down 93 greens 0.2d before FAF

Flap 20

22” MAX rpm 100KIAS Level-off

• If, in climbing from the MDA on the Missed Approach, you can maintain visual reference at or above the Circling minima, you may request a circle-to-land from ATC and land from that instead 59

6. NDB tracking, holds and procedures

d. The NDB Approach (i) the basic NDB procedure 8 9 9Approach briefing complete 9ATIS received 9Radio/Altimeter/Ice checks

Crossing the IAF: Time- Turn-Talk

Flap up 22” MAX rpm 120KIAS

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound track

Single Engine

Differences from 2 Engine procedure underlined

Pumps ON Lights ON Flap defer 14” 2500rpm 14 120KIAS Descend

Level-off 22” 2500rpm 120KIAS

Arrival segment

R t 1 tturn tto Rate intercept final approach track

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +2O Gear retract and secure Flap up

9 1000’ Reds, Blues, Greens

85KIAS Climb Max MP Max rpm

At the FAF 9Check Alt 9Start time

At the MDA Smoothly coordinate the throttle with rudder pressure, to maintain balanced flight – especially when making large power increases at the Level off before the FAF and MDA and on the Go-Around

9Established +/- 5O on inbound track

16” 2500rpm 100KIAS Descend

0.4d before FAF

Gear Down 93 greens 0.2d before FAF

Flap 10

25” MAX rpm 100KIAS Level-off

60

6. NDB tracking, holds and procedures

d. The NDB Approach (ii) EGHH NDB DME Rwy 26 procedure chart Asterisk indicates not H24 X after freq means On Request

Communications Frequencies listed in order of normal use for arrival Note: only the primary navaid appears here in the Briefing Strip

Minimum Safe Altitude by Sector, extends to 25nm radius from fix specified

Briefing Strip Key approach data, Missed approach text, MSAs

Notes applicable to the procedure eg. altimetry, crew & equip. reqs.

Hence the NDB final approach track is 255O, compared with 258O on the ILS

Asterisk indicates navaid does not operate H24 MHA=Minimum Holding Altitude

[square bracket grey] waypoint names are the identifiers used in a GPS database

Approach Plan view A chart of the approach, drawn to scale, unlike Terminal procedure charts or the Profile view On arriving at the BIA, may proceed directly outbound if heading within 30O off the th 061O outbound tb d ttrack, k otherwise th i perform a racetrack (hold entry) join

Shadowed box indicates the primary navaid for the approach DO NOT USE FOR NAVIGATION

61

6. NDB tracking, holds and procedures

d. The NDB Approach (ii) EGHH NDB DME Rwy 26 procedure chart (cont’d) Recommended Altitude at DME fix Pilot may elect to fly this, or a steeper profile which remains at/above the “grey box” mandatory minima

Profile View

“Locator” NDB

Threshold Crossing Height on recom’d profile

Recommended continuous descent profile Recommended profile altitude at fix

Missed Approach Point

Grey box shows mandatory minimum altitude in segment

Conversion table

Lighting Box

May also include timing from FAF to MAP

Details ALS, VASI/PAPI & REIL. Blank if not installed.

Note: exceeds UK Single Pilot RVR minimum of 800m

Missed Approach Icons On some charts, depicts initial actions on the missed approach

Aircraft Approach Categories can be read across from 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

DO NOT USE FOR NAVIGATION

62

6. NDB tracking, holds and procedures

d. The NDB Approach (ii) flying the EGHH NDB DME Rwy 26 procedure Aim

• To fly the published NDB Rwy26 procedure and missed approach to IR Test standards

9ATIS received 9Approach pp briefing g complete p 9Radio/Altimeter/Ice checks

Airmanship

• Planning, charts & plates , instrument ground checks, SID, MDA

Pumps ON Lights g ON Flap 10 14” 2500rpm 120KIAS

Crossing the IAF: Time- Turn-Talk

3000’

• within 5O, +/- 5kts, +/- 100’ • MDA +50’/-0’

Performance

9 9 If late descent has been given by ATC, it may be necessary to: • request an extension to the outbound leg • and/or to reduce power further • and/or to fly a higher descent speed (eg. 140KIAS with No Flap)

Flap up 18” 2400rpm 120KIAS

18” 2500rpm 120KIAS

At the FAF 9Check Alt 9Start time

4.0

M

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages 100KIAS Climb 25” 2500rpm

MDA 410’

1500’

93 greens 0.4d before FAF 0.2d before FAF

710’ 710

22” MAX rpm 100KIAS Level-off

Gear Down

Flap 20

2.0

4.5

6.5 Rate 1 turn to intercept final approach track

9 1000’ Reds, Blues, Greens

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound tb d track t k

4.0

2.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

2 Engine

Monitor RMI to see progress of turn. You will typically need to rollout on HDG 225 to intercept QDM of 255

4.5

6.5

255O

9Established +/- 5O on inbound track 63

6. NDB tracking, holds and procedures

d. The NDB Approach (ii) flying the EGHH NDB DME Rwy 26 procedure Aim

• To fly a single-engine NDB Rwy26 and missed approach to IR Test standards

9ATIS received 9Approach pp briefing g complete p 9Radio/Altimeter/Ice checks

Airmanship

• Planning, charts & plates , instrument ground checks, SID, MDA, engine checks

Pumps ON Lights g ON Flap defer 14” 2500rpm 120KIAS

Crossing the IAF: Time- Turn-Talk

3000’

• within 5O, +/- 5kts, +/- 100’ • MDA +100’/-0’

Performance

8 9 If late descent has been given by ATC, it may be necessary to: • request an extension to the outbound leg • and/or to reduce power further • and/or to fly a higher descent speed (eg. 140KIAS)

Flap up 22” MAX rpm 120KIAS

22” MAX rpm 120KIAS

At the FAF 9Check Alt 9Start time

4.0

M

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +2O Gear retract and secure Flap up 85KIAS Climb Max MP Max RPM

MDA 410’

1500’

93 greens 0.4d before FAF 0.2d before FAF

710’ 710

25” MAX rpm 100KIAS Level-off

Gear Down

Flap 10

2.0

4.5

9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

Coordinate adding power with rudder pressure, to maintain balanced flight at the Level offs and on the Go Around Go-Around

Rate 1 turn to intercept final approach track

9 1000’ Reds, Blues, Greens

2.0

Differences from 2 Engine procedure underlined

6.5

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound tb d track t k

4.0

Single Engine

Monitor RMI to see progress of turn. You will typically need to rollout on HDG 225 to intercept QDM of 255

4.5

6.5

255O

9Established +/- 5O on inbound track 64

6. NDB tracking, holds and procedures e. The Circle-to-Land

Overview

Circling pattern examples

• The Circle-to-land is a visual manoeuvre conducted under IFR • It takes places at the end of an instrument approach, when the final approach track is not suitable for landing on the intended runway. Typically this is: - either because the final approach is offset from the runway (eg. where terrain limits the siting of a radio aid or the alignment of the approach track) - or because the airport does not have an instrument approach for the particular runway in use (eg. when wind conditions favour a non-instrument runway) - or because the final approach gradient is too steep to allow a straight-in straight in landing (and therefore straight-in minima are not published) • Circle-to-land minima provide 300’ of obstacle clearance within an area defined by the turning radius of the aircraft category plus a buffer • The circle-to-land should begin as soon as there is visual contact with the a d g runway, u ay, o or at tthe e VFR ccircuit cu t height, e g t, whichever c e e is s lower o e landing • In the UK, you may descend to the approach minima and then recover to the (higher) circling minima. In other countries, it is more common that circling minima apply to the overall approach if a circle-to-land is intended • During the circle-to-land, you must maintain visual reference with the landing runway at all times. If that reference is lost, you must initiate a missed approach and turn towards the MAPt • You must always be in a position to land safely using normal aircraft manoeuvring, otherwise you must initiate a missed approach • You may not descend below the circling minima except whilst executing a normal visual landing • The circling minima are published on the far right of the Approach Minima strip on a Jeppesen plate • The 4 speeds correspond to Approach Categories A-D • The visibility required is the pilot determined inflight visibility, not a reported RVR

Whatever your aircraft category, you must use the minima appropriate to the max speed you will fly the circle manoeuvre at

Source: illustrations from FAA Pilot’s Handbook of Aeronautical Knowledge

Pattern A is a circle-to-land from an offset final approach pp track Pattern B is used if the visual reference is established too late to permit pattern A. When training for the circle-to-land, we typically fly this kind of pattern back to the active runway the approach was conducted to Pattern C is used to land on a reciprocal runway. The initial turn to downwind is 45O from the final approach track, not a 90O crosswind turn Pattern D is used to land on a cross runway. Note that you always overfly the landing runway first, before turning downwind 65

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: a. b. c.

Radar Procedures The Transponder Surveillance Radar Approach Radar Vectored NDB Approach

Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 66

7. Radar procedures a. The Transponder Aim

• To learn to use the Transponder in flight

Airmanship

• Current charts, Instrument ground checks, FREDA, S-I-D

• “OFF” powers down the unit; pressing any of “STBY”, “ON”, “ALT” will turn it on, display the last previously selected code, and place the unit in that mode • In STBY mode, the transponder does not reply to interrogations • In ON mode, it replies with the Mode A code, but not Mode C altitude information • In ALT mode, it replies with both the Mode A code and Mode C altitude

ALT

3073 Active Mode A code

• In its basic form, the SSR system uses computer-generated graphics to depict aircraft position, track, Mode A code and Mode C pressure altitude. Mode S equipment enables a more sophisticated display and feature set Most recent radar return is large “X”, small “x”s are older returns

PRESSURE ALT

Fl 055

Function display (eg. pressure altitude from encoder selected)

• Code selection does not require changing to STBY mode; a new code will become active only after the fourth digit is entered. The “CLR” button moves the 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 • 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” • There is no test button, the unit will display “FAIL” prominently if it malfunctions Standard squawk codes • 7000 • 7500 • 2000

• Th The T Transponder d iis partt off the th Secondary S d S Surveillance ill R Radar d (SSR) system, t which is totally separate from Primary radar, although SSR and Primary data is often superimposed on ATC display screens

• Illustration of ATC SSR display:

Mode indication

Mode selection keys

• Comply with ATC squawk instructions

Ground Equipment: ATC Radar

The Garmin GTX330 Transponder O Operation ti

Performance

Conspicuity (used VFR or IFR when not assigned a code by ATC) Hijacking 7600 Radio Failure 7700 Emergency FIR Boundary y crossing g when no code assigned g by y ATC

• Avoid selecting 7500 and any code in the range 7600-7777 (unless required, or directed by ATC); these codes trigger alerts in various automated facilities

X X X X

Display includes airways, airspace boundaries, VRPs, runways, etc

x

Triangle appears around a return when the IDENT button is pressed

3042 045 3073 055 Mode A code Mode C altitude

• The Mode C altitude derives from an Encoder in the aircraft which supplies pp altitude data to the Transponder • This Encoder is not adjustable by the pilot, and it always operates from the standard 1013 hPa barometric reference • Thus, the altitude information ATC receives is Pressure Altitude, irrespective of the pressure setting on the aircraft altimeters • The Transponder p also replies p to interrogations g from aircraft ACAS ((Airborne Collision Avoidance System) equipment and other active traffic interrogating devices. There are also passive traffic alerting systems that monitor replies to SSR interrogation in areas of SSR coverage only. 67

7. Radar procedures

b. The Surveillance Radar Approach (SRA) for EGHH Rwy 26 Aim

• To fly an SRA Rwy 26 and missed approach to IR Test standards 9ATIS received 9Approach pp briefing g complete p 9Radio/Altimeter/Ice checks

Airmanship

Flap up 18” 2400rpm 120KIAS

• Planning, charts & plates , instrument ground checks, SID, MDA

9Cleared Cleared to descend 9Altimeters x-checked

At or above MSA

Performance

Pumps ON Lights ON Flap 10 14” 2500rpm 120KIAS

9 9 The published descent gradient is 5.4%, slightly steeper than a 5.2% (3O) ILS. Estimate the rate of descent in fpm as 5.5x groundspeed in kts

Vertical profile published on SRA chart and transmitted as target altitude at each fix by ATC MAP is defined by time from the 2nm termination, or as 1nm from TH (see chart)

4.0

MDA 510’

1500’

1010’ 680 680’

93 greens 0.4d before FAF 0.2d before FAF

Gear Down

Flap 20

M

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages

1.0

2.0

3.o

4.o

4.5

Fixes are radar range, not DME

Rate 1 heading changes as directed by ATC

9 1000’ Reds, Blues, Greens

100KIAS Climb 25” 2500rpm

258O 4.0

2 Engine

18” 2500rpm 120KIAS

1340’

Approach terminates at 2nm

• within 5O, +/- 5kts, +/- 100’ • MDA +50’/-0’

1.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

2.0

3.o

4.o

4.5

Range and required altitude will be given at each fix

Radar turns aircraft onto final approach and asks pilot to prepare for descent

Descent clearance and the degree glide path to follow will be given at the FAF range 68

7. Radar procedures

c. Flying a Radar-Vectored EGHH NDB DME Rwy 26 approach procedure Aim

• To fly a Radar-Vectored NDB 26 procedure and missed approach to IR Test standards 9Approach briefing complete 9ATIS received 9Radio/Altimeter/Ice checks

Airmanship

Flap up 18” 2400rpm 120KIAS

• Planning, charts & plates , instrument ground checks, SID, MDA

9Cleared Cleared to descend 9Altimeters x-checked

At or above MSA

Performance

M

Not visual; at the MAP: Go-around Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages

MDA 410’

2 Engine

18” 2500rpm 120KIAS

1500’

93 greens 0.4d before FAF 0.2d before FAF

710’ 710

22” MAX rpm 100KIAS Level-off

9 9

Pumps ON Lights ON Flap 10 14” 2500rpm 120KIAS

At the FAF 9Check Alt 9Start time

4.0

• within 5O, +/- 5kts, +/- 100’ • MDA +50’/-0’

Gear Down

Flap 20

2.0

4.5 Rate 1 heading changes as directed by ATC

100KIAS Climb 25” 2500rpm 9 1000’ Reds, Blues, Greens

255O 4.0

2.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

Radar turns aircraft onto intercept for final approach track and asks pilot to call established

4.5 9Established +/- 5O on inbound track 9 Cleared to descend with the procedure 69

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: Airways IFR a. RTF b. Altimeter setting c. Instrument departures d d. Airways procedures e. Airways training routes 70

8. ILS

a. The Instrument Landing System (i) The Bendix/King KCS 55A Compass System KCS 55A Compass System

KI 525A Horizontal Situation Indicator (HSI)

• The KCS 55A is a slaved compass system that includes a - magnetic slaving transmitter and remote-mounted flux compass - slaving control and compensator unit (KA 518) - directional gyro and Horizontal Situation Indicator (KI 525A) Operation • Until power is applied to the system and the directional gyro is up to speed, a red flag labelled “HDG” will be visible in the upper right quadrant of the KI 525A Indicator. Subsequently, this warning g flag g will appear pp if the p power supply pp y or gy gyro speed p become inadequate q • Unless a usable signal is being received from the Navigation Source (eg. a VOR/Localiser or GPS CDI signal from the #1 Garmin GNS430 unit) a red flag labelled “NAV” will be visible in the upper left quadrant of the KI 525A • The glideslope deviation pointers will become visible on both sides of the display when a usable glideslope signal is received. There is no glideslope warning flag; if the pointers are not in view, a usable signal is not being received 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 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

KA 518

• 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. ILS

a. The Instrument Landing System (ii) The Localiser and Glideslope • The ILS ground equipment consists of two radio services - a Localiser (LOC) transmission providing horizontal (or ‘azimuth’) guidance - a Glideslope (GS) transmission providing vertical guidance • The combination of Localiser and Glideslope meets the ICAO criteria for a Precision Approach

The Localiser and Glideslope are considered to be 5O and 1.4O wide, respectively, since this is the deflection limit of typical deviation instruments (although a signal is present outside these boundaries)

0.7O 0.7O

The Localiser track is normally aligned with the runway; if there is a small offset, the angle will be published on the chart. The chart may also detail a Localiser-only (non-precision) procedure to be used if the Glideslope is unavailable

Glideslope

2.5O 2.5O

Typically, the centre of the 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 Glideslope Pointer represents the desired glide path relative to the aircraft p position at the centre of the scale. Full-scale deflection indicates a deviation of 0.7O or greater. Different instruments have different kinds of marking; in this example one dot = 0.35O deviation

1.4O

Localiser

5.0O

The CDI needle (or ‘beam bar’) represents the Localiser track relative to the aircraft position at the centre of the scale. Each dot of deviation represents 0 0.5 5O; the sensitivity is 4x that of a VOR Full-scale deflection indicates a deviation of 2.5O or greater, ie. the aircraft 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. ILS

a. The Instrument Landing System (iii) Flying the Localiser Scan during Localiser tracking

AI

ASI Primary

ALT Primary

Master

TC Secondary

3. If there is a crosswind pushing you on to the localiser, the heading should “lead” the needle byy the estimated drift. In this example, drift is 5O,so leading the needle with the lubber line by 5O, you should roll out on the drift-assessed heading of 263, with the needle centred. The Bug should be set to this drift-assessed heading. If the crosswind is pushing you away from the Localiser, lag g the needle by y a single g drift.

VSI

HSI Primary

Secondary

2. As the needle begins to centre, turn towards the Localiser course, to keep the top of the needle aligned with the aircraft heading reference (‘lubber line’). This is a simple way of completing the intercept with the aircraft centred on the localiser track and aligned with the localiser heading

1. During the turn onto the Localiser, if the CDI needle has not moved with 30O of turn to go, roll out and maintain a 30O intercept (more in a headwind, less in a tailwind)

4. The Scan now becomes AI : Master ASI, HSI, ALT : Primary T/C, VSI: Secondary

5. The edges of the Heading Bug are each 5O from the centre “v” v . When correcting deviations on the Localiser, turn towards the CDI needle but keep the adjustment within the width of the heading bug (ie. max 5O) In this example, the aircraft has drifted left and the needle is deviating right. A heading correction of 5O towards the needle, at the edge of the Bug, has been applied

Wind 350/10

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

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

• The “golden rule” for flying the Localiser is to action corrections on the AI with reference to the HSI 73

8. ILS

a. The Instrument Landing System (iv) Flying the Glideslope

Scan flying the Glideslope

ASI Primary

TC Secondary

AI Master

HSI Primary

Power o e ALT Primary

VSI

Secondary

3. As the Glideslope is about to centre, perform the Final Approach Point (FAP) check of Altimeter vs. vs DME distance 4. When the Glideslope is centred on the datum, reduce power to 16” MP and pitch down to -3O; the aircraft is now flying down the glideslope 5.The Scan becomes AI : Master ASI, HSI, ALT : Primary T/C VSI T/C, VSI, Power: Secondary

4

1

2 2. With 3 greens confirmed, at quarter scale quarter-scale deflection select FLAP 20

1. Anticipate the Glideslope pointer descending from the top of the scale. At half-scale deflection, select GEAR DOWN

Secondary

Since POWER + ATTITUDE = PERFORMANCE, the correct power and attitude should result in the aircraft y gp precisely y down the 3O g glideslope p jjust as easily y as maintaining g level flight. g The rate of descent required q is flying 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. Flying Glideslope Pointer 6 Fl i the h glide, lid the h Glid l 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.

0.0

1.0

2.0

3.0

4.0

5.0

6.0

• The “golden rule” for flying the Glide is to action corrections on the AI with reference to the ASI and Power 74

8. ILS

b. ILS Approach (i) the basic ILS procedure 9 9 9ATIS received 9Approach briefing complete 9Radio/Altimeter/Ice checks

Crossing the IAF: Time- Turn-Talk

Flap up 18” 2400rpm 120KIAS

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound track

Pumps ON Lights ON Flap 10 14” 2500rpm 14 120KIAS Descend

2 Engine

Level-off 18” 2500rpm 120KIAS

Arrival segment

Rate 1 turn to intercept Localiser

Go-around initiated at the DA Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages 100KIAS Climb 25” 2500rpm

9 1000’ Reds, Blues, Greens

9Established within half-scale deflection of Localiser needle At the FAP 9Check Alt and DME

16” 2500rpm 100KIAS Descend at the Decision Altitude (DA)

½ scale above the glide datum

Gear Down 93 g greens ¼ scale above the glide datum

Flap 20

Look up, and decide immediately if the visual reference for a landing is present. If not, Go-Around. If there is any doubt: Go-Around. The tolerance for making this decision is -0’, but the aircraft may sink below DA if a go-around has been initiated

75

8. ILS

b. ILS Approach (i) the basic ILS procedure 8 9 9ATIS received 9Approach briefing complete 9Radio/Altimeter/Ice checks

Crossing the IAF: Time- Turn-Talk

Flap up 22” 2500 rpm 120KIAS

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound track

Single Engine

Differences from 2 Engine procedure underlined

Pumps ON Lights ON Flap defer 14” 2500rpm 14 120KIAS Descend

Level-off 22” 2500 rpm 120KIAS

Arrival segment

Rate 1 turn to intercept Localiser

Go-around initiated at the DA Simultaneously

Smoothly apply full power Pitch up +2O Gear retract and secure Flap up 85KIAS Climb Max MP Max rpm

9 1000’ Reds, Blues, Greens

9Established within half-scale deflection of Localiser needle At the FAP 9Check Alt and DME

16” 2500rpm 100KIAS Descend Smoothly coordinate the throttle with rudder pressure, to maintain balanced flight – especially when making the large power increase on the Go-Around

at the Decision Altitude (DA)

½ scale above the glide datum

Gear Down 93 g greens ¼ scale above the glide datum

Flap 10

Look up, and decide immediately if the visual reference for a landing is present. If not, Go-Around. If there is any doubt: Go-Around. The tolerance for making this decision is -0’, but the aircraft may sink below DA if a go-around has been initiated

76

8. ILS

b. ILS Approach (ii) EGHH ILS DME Rwy 26 procedure chart Asterisk indicates not H24 X after freq means On Request

Communications Frequencies listed in order of normal use for arrival Note: only the primary navaid pp here in the Briefing g Strip p appears

Minimum Safe Altitude by Sector, extends to 25nm radius from fix specified

Briefing Strip Key approach data, Missed approach text, MSAs

Notes applicable to the procedure eg. altimetry, limitations, etc.

If ATC delay our outbound descent, we can elect to extend t d the th outbound tb d lleg tto 7 7.5d, 5d as per th the CAT C&D procedure; and advise ATC accordingly

MHA=Minimum Holding Altitude

Asterisk indicates navaid does not operate H24 (eg. IBH is shut down when Rwy 08 procedure in use)

Approach Plan view A chart of the approach, d drawn tto scale, l unlike lik Terminal procedure charts or the Profile view

Shadowed box indicates the primary navaid for the approach On arriving at the BIA, may proceed directly outbound if heading within 30O of the 064O outbound track, otherwise f t k (hold (h ld entry) t ) join j i perform a racetrack DO NOT USE FOR NAVIGATION

77

8. ILS

b. ILS Approach (ii) EGHH ILS DME Rwy 26 procedure chart (cont’d) Glideslope Altitude at DME fix Also a recommended profile for the non-precision LOC-DME procedure

Profile View

“Locator” NDB

Mandatory glideslope descent profile

Threshold Crossing Height on glideslope

Missed Approach Point is intersect of the Glideslope and the DA

Final Approach Point (FAP) is the intersect of LOC and GS at 1500’, the Altimeter and DME should be x-checked here

Conversion table

Lighting Box

..of glideslope into RoD at different speeds

Details ALS, VASI/PAPI & REIL. Blank if not installed.

Missed Approach Icons On some charts, depicts initial actions on the missed approach

Decision Altitude Aircraft Approach Categories can be read across from the left to Max Circling speeds here. A pilot may elect to fly a higher speed and use the appropriate minima

(we do not need to add PEC, as per Alt calibration in BE76 Flight Manual) Aircraft Approach Categories (BE76 is Cat A)

Approach A h Minima Mi i Note: 550m is below the UK Single Pilot RVR min of 800m, so we use 800m

Min if Approach Lights out of service

N P i i Non-Precision Approach (NPA) minima when Glideslope not used

DO NOT USE FOR NAVIGATION

78

8. ILS

b. ILS Approach (iii) Flying the EGHH ILS DME Rwy 26 procedure Aim

• To fly the published ILS Rwy 26 procedure and missed approach to IR Test standards

9ATIS received 9Approach pp briefing g complete p 9Radio/Altimeter/Ice checks

Airmanship

Crossing the IAF: Time- Turn-Talk

3000’

• Planning, charts & plates , instrument ground checks, SID, DA

Pumps ON Lights g ON Flap 10 14” 2500rpm 120KIAS

Flap up 18” 2400rpm 120KIAS

9 1000’ Reds, Blues, Greens

Not visual; at the DA: Go-around

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages

2 Engine

18” 2500rpm 120KIAS

1500’

93 greens ½ scale above GS ¼ scale above GS

Gear Down

DA 200’

100KIAS Climb 25” 2500rpm

9 9 If late descent has been given by ATC, it may be necessary to: • request an extension to the outbound leg • and/or to reduce power further • and/or to fly a higher descent speed (eg. 140KIAS with No Flap)

At the FAP 9Check Alt and DME

4.0

Simultaneously

• half-scale deflection LOC & GS • +/- 5kts, +/- 100’, DA +50’/-0’

Performance

Flap 20

2.0

4.5

6.5 Rate 1 turn to intercept final approach track

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound tb d track t k

4.0

2.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

Monitor RMI to see progress of turn. You will may need to rollout on HDG 238 to intercept the Localiser

4.5

6.5

258O

9Established on LOC to ½ scale deflection 79

8. ILS

b. ILS Approach (iii) Flying the EGHH ILS DME Rwy 26 procedure Aim

• To fly a single-engine ILS Rwy 26 and missed approach to IR Test standard

9Approach briefing complete 9ATIS received 9Radio/Altimeter/Ice checks

Airmanship

Crossing the IAF: Time- Turn-Talk

3000’

• Planning, charts & plates , instrument ground checks, SID, DA, Engine checks

Pumps ON Lights g ON Flap defer 14” 2500rpm 120KIAS

Flap up 22” 2500 rpm 120KIAS

9 1000’ Reds, Blues, Greens

Smoothly apply full power Pitch up +2O Gear retract and secure Flap up

22” 2500 rpm 120KIAS

1500’

93 greens ½ scale above GS ¼ scale above GS

Gear Down

DA 200’

Not visual; at the DA: Go-around

85KIAS Climb Max MP Max RPM

8 9 If late descent has been given by ATC, it may be necessary to: • request an extension to the outbound leg • and/or to reduce power further • and/or to fly a higher descent speed (eg. 140KIAS with No Flap)

At the FAP 9Check Alt and DME

4.0

Simultaneously

• half-scale deflection LOC & GS • +/- 5kts, +/- 100’, DA +100’/-0’

Performance

Flap 10

2.0

4.5

Single Engine

Differences from 2 Engine procedure underlined

Coordinate adding power with rudder pressure, to maintain balanced flight at the Level off and, in particular during the particular, large power change on the Go-Around

6.5 Rate 1 turn to intercept final approach track

9Cleared to descend 9Altimeters x-checked 9Established +/- 5O on outbound tb d track t k

4.0

2.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

Monitor RMI to see progress of turn. You will may need to rollout on HDG 238 to intercept the Localiser

4.5

6.5

258O

9Established on LOC to ½ scale deflection 80

8. ILS

b. ILS Approach (iii) Flying a Radar-Vectored EGHH ILS DME Rwy 26 procedure Aim

• To fly a radar-vectored ILS Rwy 26 and missed approach to IR Test standards 9Approach briefing complete 9ATIS received 9Radio/Altimeter/Ice checks

Airmanship

Flap up 18” 2400rpm 120KIAS

• Planning, charts & plates , instrument ground checks, SID, DA

9Cleared Cleared to descend 9Altimeters x-checked

At or above MSA

Performance

Pumps ON Lights ON Flap 10 14” 2500rpm 120KIAS

• half-scale deflection LOC & GS • +/- 5kts, +/- 100’, DA +50’/-0’

ATC may give you a higher platform level for the base turn and intercept of the LOC. eg. 2000’. In this case, the FAP becomes the intersect of LOC and GS at 2000’ (ie. ~6nm)

At the FAP 9Check Alt and DME 9 1000’ Reds, Blues, Greens

4.0

Simultaneously

Smoothly apply full power Pitch up +8O drag Flap retract Gear retract and secure Flap up in stages

2 Engine

2000’ 2000 18” 2500rpm

1500’ 120KIAS 93 greens ½ scale above GS ¼ scale above GS

Gear Down

DA 200’

Not visual; at the DA: Go-around

9 9

Flap 20

2.0

4.5

6.0 Rate 1 heading changes as directed by ATC

100KIAS Climb 25” 2500rpm

Radar turns aircraft onto p and asks Localiser intercept pilot to call established. Clearance may be to descend when established, or may be deferred for separation

4.0

2.0 9Continuous climb to 3000’ 9At 4DME, turn left direct to the BIA

4.5

6.0

258O

9Established on LOC to ½ scale deflection 81

Contents

Introductory ground briefings a. Route and weather planning b. Operating Minima c. Performance planning and documents d. Pre-flight checks and briefing e. Instrument appreciation Phase 1: IF basics and the full panel a. Full F ll P Panell chart h t b. Selective Radial Scan c. Basic manoeuvres Phase 2: Full panel IF (continued) a a. Transfer to instruments after take take-off off b. Climbing and descending turns c. FP unusual attitudes Phase 3: Limited panel IF a a. LP flight and manoeuvres b. LP compass turns c. LP unusual attitudes Phase 4: Single engine procedures a. Normal Circuit b. Engine failure in flight c. Single engine rate 1 turns d. Single engine climb & descent e. Engine failure after take off f f. Engine failure drills g. Asymmetric circuit

Phase 5: VOR, DME and basic procedures a. VOR instrumentation and tracking b. Direct entries and Procedure turns c. DME and fixes d. DME Arc e. VOR Hold f. VOR Approach Ph Phase 6: 6 NDB ttracking, ki h holds ld and d procedures d a. The ADF receiver and RMI b. NDB tracking using the RMI c. Holding procedures d. NDB Approach e. The Circle-to-Land Phase 7: Radar Procedures a. The Transponder b. Surveillance Radar Approach c. Radar Vectored NDB Approach Phase 8: ILS a. The Instrument Landing System b. ILS Approach Phase 9: a. b. c. d d. e.

Airways IFR RTF Altimeter setting Instrument departures Airways procedures Airways training routes 82

9. Airways IFR

a. (Radiotelephony) RTF (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: CAP 413

CAP 413 S Supplement l t

AIP ENR 1 1-1-3-2 132

the CAA’s RTF manual

A condensed version of CAP413 for IFR pilots

Lost Communications procedures

http://www.caa.co.uk/docs/33/cap413.pdf

http://www.caa.co.uk/docs/33/cap413supplement.pdf

http://www.nats-uk.ead-it.com/aip/current/enr/EG_ENR_1_1_en.pdf

• 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. A. Requesting clearance

Exam 01, Request clearance

Request IFR clearance Exam 01, no delay Cleared to BIA Via NEDUL and THRED Cli b straight Climb t i ht ahead h d to t altitude 2000’, then left turn on track When instructed, climb and maintain FL50 Squawk 7365

• • • •

Call sign, slot time Clearance limit waypoint Route D Departure t altitude ltit d restriction t i ti

• Cruise level (but not yet cleared to)

B. During Departure The initial call to Approach/Radar pp must include • Aircraft callsign • SID or assigned route/heading • Current level passing AND • Cleared level

Bournemouth Radar, Exam 01 Climbing straight ahead Passing altitude 1200’ Climbing to altitude 2000’

y , request q type yp of service If non-airways,

Exam 01, Squawk ident

Squawk ident, Exam 01

• Transponder code

Read back the entire clearance, exactly as given and in the same order

Cleared to BIA Via NEDUL and THRED Climb straight ahead to altitude 2000’, then left turn on track When instructed, climb and maintain i t i FL50 Squawk 7365 Exam 01

Only ident when requested and then press the IDENT button once Exam 01, identified Route direct THRED Climb FL50

Direct THRED Climb FL50 Exam 01

83

9. Airways IFR a. RTF (ii)

C. Position reporting and enroute The “traditional” IFR position report is • Callsign • Position P iti and d titime • Current level • Next position and estimate • Intention

Example: Exam 01 THRED 27 FL50 NEDUL at 32 BIA next

In practice, this is rarely used in a modern radar environment. More typically, you are handed over to the next en-route frequency and must make an “initial call” The mandatory items in an initial call are • Callsign • Level cleared to • ATC assigned Heading, Speed or other instructions

In a ‘normal’ airways flight, ATC clear you before take-off to fly a SID that joins the airway. At the end of your route, a sector or approach controller you will give you a clearance to leave the airway via a STAR STAR. In a training route like EGHH – “SAM283035” – EXMOR – EX, which does not use departure or arrival procedures, you will have to request the airways clearance yourself from an appropriate ATSU. Example 1: enroute from SAM283035, you are handed over to Yeovilton Radar:

Example: London Control Exam 01 Climbing FL60 Direct ORTAC

The Level report is simply “FLxx” if not climbing or descending. The only time you report both current and cleared level is under a “climb/descend when ready” clearance; eg. Exam 01 When ready, climb FL80 Contact Jersey Zone 125.2

D. Airways joins and exits

When ready, climb FL80 Contact Jersey 125.2 Exam 01

47 is your estimate for EXMOR

Exam 01, Traffic Service Remain outside controlled airspace. Time is 27, expect joining clearance 39

Yeovilton Radar, Exam 01 FL65 direct EXMOR Request Traffic Service and N864 join at EXMOR time 47 ATC are unable to give you a clearance now, but b t they th advise d i you off when h tto expectt to receive the clearance (not the time you need to be at EXMOR, you’ve already given your estimate as 47)

p 2: south of EXMOR on N864,, you y wish to leave the airway y direct to EX Example

Exam 01 Roger

Jersey Zone, Exam 01 Maintaining FL60 Cleared FL80

A heading is always preceded by “Heading” Heading and expressed as 3 individual digits digits. A change in heading is not, and is spoken as a normal number (ie. ‘twenty’ not ‘two zero’) Examples: Exam 01 Turn left heading zero-twozero degrees

Left heading zero-two-zero Exam 01

Exam 01 Turn left twenty degrees, report the heading

Left twenty degrees, new heading is zero-one-five Exam 01

Exam 01 Request direct EX, leaving controlled airspace in the descent Exam 01, Route direct EX Descend altitude 3000’ QNH 1017

Direct EX Descend altitude 3000’ QNH 1017 Exam 01

...and as you descend through the airway base

Exam 01, Leaving controlled airspace Contact Exeter Approach 128.97

Exeter 128 128.97 97 Exam 01

84

9. Airways IFR a. RTF (iii)

E. Holding and Arrival ATC may direct you to fly a non-published hold, or you may elect to fly an ad-hoc hold outside controlled airspace whilst waiting for a clearance. In either case, the information to be transmitted is as follows: Exam 01, holding a) Fix BCN 170 radial 35d b) Level FL70 c) Inbound track 283 degrees inbound d) Right or left turns Left hand turns e) Time of leg 1 minute outbound

The standard reports you will be asked to make are “beacon outbound” when within 5O of the outbound track, and “base turn complete” when intercepting the NDB final approach or “established” established when within a half half-scale scale deflection of the Localiser Localiser. The RTF for descent depends on whether ATC can clear you for the entire procedure or they need to delay your descent clearance because of other traffic. If in any doubt, do not descend but ask ATC for clarification. If ATC do not need to impose a descent restriction, the clearance will be, for example: After you call “Outbound” Outbound on the NDB procedure

Exam 01, Descend with the procedure, report base turn complete

Exam 01 Roger When cleared to a hold, you will usually be asked to report “taking up the hold”. Y make You k thi this reportt the th first fi t time ti you cross the th Holding H ldi Fi Fix during d i th the h hold ld entry t Exam 01 Cleared to the BIA Maintain altitude 4000’ QNH 1017 Report p taking g up p the hold

F. Approaches

Cleared to the BIA Maintain 4000’ 1017 Wilco, Exam 01

You must read this clearance back in full. After you call “Base turn complete”, you may be asked to report 3DME, but you do not need to report beginning the final approach descent at the FAF

Aft vectoring After t i for f Localiser L li iintercept t t on the th ILS

Exam 01, When established on the localiser, descend on the ILS

You must read this clearance back in full. You do not need to report “Localiser established”, or descending on the glideslope, since neither has been requested

Cross the BIA:TURN-TIME then TALK:

Taking up the hold Exam 01 When you have completed holding practice, you may request an approach, typically whilst in the outbound ((ie. westbound at EGHH)) leg g of the hold: Exam 01 Westbound in the hold Request NDB 26 procedure

Exam 01 Cleared for the NDB 26 procedure Maintain 4000’ Report beacon outbound In the case of Rwy 08 procedures, you will receive a “next time over the beacon, cleared for the procedure” or a direct clearance to continue outbound into the procedure

However, if ATC do need to impose a descent restriction, this could take place either Outbound and/or on the Final Approach. For example: After vectoring for Localiser intercept on the ILS

Exam 01, Report established on the localiser Maintain altitude 2000’ QNH 1017 Exam 01, Descend on the ILS QNH 1017 Q Report 3DME

Report established on the localiser Maintaining g 2000’ QNH 1017 Exam 01 Exam 01 Localiser Established Descend on the ILS QNH 1017 Report 3DME Exam 01 85

9. Airways IFR

b. Altimetry and cruising levels Altimeter Setting • Altitudes are flown on a QNH setting; a barometric pressure referenced to sea level • Flight Levels are flown on the standard pressure setting of 1013 hPa • The Transition Altitude (TA) defines the boundary between where Altitudes and QNH are used vs Flight Levels and 1013. In the UK, the Transition Altitude is 3000’ except for the following airspace notified in the UK AIP ENR 1.7.4.1

Cruising Levels • Cruising levels are based on Magnetic Track

IFR flight inside Controlled Airspace below 19,500’ The ICAO Semicircular Rule applies

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 Level above the Transition Altitude for example, with a TA of 3000’ QNH 992

TL FL40

QNH 1014

TL FL30

QNH 1013

TL FL35

QNH 1033

TL FL25

The rule to remember is that low QNH “raises” the Transition Level. A low QNH means that 3000’ on the QNH will be above 3000’ on 1013 (ie. FL30), therefore the Transition Level must b hi be higher...and h d vice-versa. i

• 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, starting with the level 500’ above the Transition Level , because the TL itself may be as little as ~30’ above the TA, depending on the QNH • The exception to the above is when inside controlled airspace: - 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 conflicting traffic is using the same pressure reference. Altimeter #2, however, is always set to QNH for terrain separation, since charted elevations are altitudes rather than FLs. • The UK has 21 “Altimeter Setting Regions” (ASRs) each with a reported QNH. Inside an ATZ, or within the boundaries of a CTR, CTA or TMA, the QNH reference used is the Airport reported QNH. Outside of these areas, the ASR QNH is used.

ATC may clear you to levels other than the Semicircular Rule ones if traffic management requires this. Some charted routes may have a different (opposite) rule published (eg. see N864 BCN to BHD)

IFR flight outside Controlled Airspace above 3000’ UK Quadrantal Rule is mandatory Even Odd + 500’ Even

Odd + 500’

The exemptions to the mandatory Quadrantal rule are 1. When operating under a De-Confliction service 2. When operating under an ‘Advisory Approach Control Service’, a procedural i ffrom a non-radar d A Approach hC Control t l unit it outside t id controlled t ll d airspace i service 3. Holding outside controlled airspace. 4. Climbing or descending to a level in order to comply with a clearance to join or cross controlled airspace. 86

9. Airways IFR

b. Table of altimeter setting procedures Also refer to UK AIP ENR 1.7

Altimeter Setting

ASR = Altimeter Setting Region TA = Transition Altitude FL = Flight Level TL = Transition Level

Altimeter #1: Traffic separation

1013 Take-Off

Inside Controlled Airspace

Outside Controlled Airspace

Cruising at an assigned Altitude or when cleared to climb or descend to an Altitude Cruising at an assigned FL or when cleared to climb or descend to a FL

At or below TA, or descending below TL

Above TA

1013

Inside an ATZ; within 25nm or below a CTR/CTA/TMA

Airport QNH

Altimeter #2: Terrain separation

ASR QNH

Airport QNH

Airport QNH

Take-Off

Airport QNH

Airport QNH

Cruise, Climb or Descent

Airport QNH

if Altitude reports are requested, read from Alt #2

Airport QNH

Outside an ATZ; >25nm from or above a zone

ASR QNH

If more than one airport QNH could apply to a Inside an particular zone, yyou may p y ATZ; below or use any one of them and within 25nm of a assume they are CTR/CTA/TMA effectively the same

Cruise, Climb or Descent

ASR QNH

Outside an ATZ; >25nm from or above a CTR/CTA/TMA

ASR QNH

1013

Arrival to IAF Arrival and L di Landing

Approach pp oac

Airport po t QNH Q

Arrival and L di Landing

Airport po t QNH Q

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. Airways IFR

c. Instrument departures Aim

• To fly an instrument departure in a multiengine aircraft

Airmanship

• Planning, charts & plates, instrument ground checks, checklist and briefing

Performance

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.

85KIAS Gear UP Pitch +8 8 Wings level ...then...

When cleared to line-up

Lights ON Pitot Heat ON Transponder ALT

Max MP” Max rpm Vr 71KIAS Take-off

Before calling Ready for Departure but after receiving Clearance 9Brief departure heading, altitude and first track to intercept 9 9Radios and Instruments set accordingly

100KIAS 25” 2500rpm

Top of Climb:

9Fuel Fuel pressure, pumps off 9Radios com as reqd, nav S-I-D 9Engines Ts&Ps, throttles fwd to maintain 25”, carb heat 9Altimeters x-checked 9Ice Check

Lights OFF Pumps OFF 9Ts&Ps check 9Avionics ident 9Altimeters check 9Ice Check

• Follow ATC and published procedure • +/- 5O,+/- 5kts, +/- 100’

Climb Cli b check h k every 1000’

1000’ check

22 2400rpm 22” 140KIAS Cowl Flaps CLOSE

Cruise checks 9Fuel contents & on 9Radios com, nav aids S-I-D 9Engines Ts&Ps, cruise power set 9Altimeters x-check, setting correct 9DI (HSI) slaving, nav 9MSA 9 9Mixtures lean 9Ice Check

After take-off

Note take-off take off time but don’t use that for next waypoint ETA unless within 60O of track

Your Examiner will close the screens at about 200’, to simulate IMC. Make sure you maintain wings level and climb attitude in the initial transition to instruments. Nothing else matters until you have settled into a stable stable, controlled climb and scan.

During the IR test, think of the screens as representing real cloud in sub-zero OAT. To save having to look at the wing leading edges for ice accumulation, you simulate this by calling “Ice Check”. When the Examiner’s reply is “Ice” instead of “No Ice”, you should perform the touch drills described in your pre-flight Icing Brief (pitot heat on, windshield defrost and carb heat selected)) and tell the Examiner what you would request from ATC in terms of a climb, descent or diversion. 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. Airways IFR

d. Airways Procedures Aim

• To fly an airways route complying with ATC and managing the flight to IR standards

Pl tto requestt a descent Plan d t as early l as feasible whilst remaining in controlled airspace. This should position you favourably for a hold and approach with less delay and avoiding a rapid descent

Airmanship

• Checklist, nav log, altimeter setting & MSA, SID and DOC, trim and scan

Performance

Top of descent 9Altimeters x-check, setting correct 9MSA check 9Weather destination ok

Arrival checks (prior to hold fix or IAF) 9Approach briefing complete 9ATIS received 9Radios check COM and NAV 9Altimeters check 9Ice check

Crossing each Waypoint 9Time note 9Turn capture next track 9Talk RTF call as reqd 9Altimeters x-check, setting correct 9MSA 9Avionics update and S-I-D 9Ice Check 9Update nav log as reqd

18” 2400rpm 120KIAS Slow the aircraft down, get the ATIS, brief the procedures and complete the “Arrival” checks in plenty of time before the holding fix or IAF is reached

Steer a sensible DR heading until navaids are identified and within DOC

22” 2400rpm 140KIAS Cruise checks

Calculate your next ETA just prior to crossing a waypoint (ATC may ask for it as soon as you cross)

• Follow ATC and published procedures • +/- 5O,+/- 5kts, +/- 100’

Complete the cruise checks every ~5mins. Use each item as a prompt for tasks that could help you stay ahead in managing the flight ; eg. setting up and identing the next nav aid, getting destination weather

9Fuel contents & on 9Radios com, nav aids S-I-D 9Engines Ts&Ps, cruise power set 9DI (HSI) slaving, nav 9Altimeters x-check, setting correct 9MSA 9Mixtures lean 9Ice Check

Summary: Flight Management Priorities 1. Instrument flying (AI & scan) 1 2. Navigation 3. Radio aids 4. Altimeter setting 5. Icing & cruise checks 6. ATC liaison 7. Performance e o a ce ((IAS, S, etc) 8. Charts, plates, nav log etc.

89

9. Airways IFR

e. Airways training and test routes

Training Routes • The training routes are a building block towards practising the full IR test routes, introducing principles of flight planning, management and airways procedures

BIA-SAM283035-SAM-BIA BIA-THRED-NEDUL-BIA

Note: “SAM283035” is a training waypoint we use. It is not charted, or included in GPS databases. In filing flight plans and communicating with ATC, you must not use the former name ADSON (which may appear in some older training materials) but SAM283035 instead.

Test Routes • The test routes are representative of the airspace airspace, navigation and approaches you are likely to fly in the IR skills test. Many, but not all, of the route variations the Examiner may chose are included in this training syllabus.

1. Yeovil

BIA-SAM-SAM283035-YVL-BIA

2. Southampton A

BIA-THRED-SAM-SAM283035-BIA

3. Southampton B

BIA-THRED-SAM-YVL-BIA

4. Southampton C

BIA-THRED-PEPIS-SAMSAM283035-BIA SAM283035 BIA

5. Exeter

BIA-MULIT-ATWEL-EX-BIA

6. Cardiff

BIA-SAM283035-EXMOR-CDF-BIA

7. Bristol

BIA-SAM283035-EXMOR-BRI-BIA

8. Filton

BIA-SAM283035-EXMOR-OF-BIA

9. Alderney

BIA-ALD-BIA

10.Guernsey

BIA-GUR-ALD-BIA

90

9. Airways IFR

e. Airways training route: BIA – SAM283035 – SAM – BIA

SAM283035

SAM 283r 35d Track 103 Leg 35nm 17'

SAM 113.35

climb FL55 MSA 31 Track 243 Leg 20nm 10' desc. 4000’ MSA 24

339

ADF DME

110.50

113.35 104

NAV1

113.35 243

NAV2

Track 320 Leg 22nm 10'

339

ADF DME

110.50

110.50 08/26

NAV1

climb FL45 MSA 31 08 departure 290 to intercept

26 departure

113.35 243

NAV2

5.0 5 0 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

350 to intercept

BIA 339

DO NOT USE FOR NAVIGATION

91

9. Airways IFR

e. Airways training route: BIA – THRED – NEDUL – BIA

9ATIS received 9Approach Approach brief 9Arrival checks 9Holding speed

BIA 339

DME

08 dep p

5.0

110.50

110.50 08/26

NAV1

SAM 113.35

339

ADF

113.35 026

NAV2

190

26 dep 130

Track 303 Leg 13nm 6'

339

ADF DME

113.35

113.35 026

NAV1

Track 161 Leg 17nm 9'

3000’ 3000 MSA 24

NEDUL

climb 3000’ MSA 24

SAM 206r 19d

113.35 026

NAV2

Track 026 Leg 11nm 5' 3000 3000’ MSA 24

THRED

SAM 206r 30d

DO NOT USE FOR NAVIGATION

92

9. Airways IFR

e. Airways test route 1. Yeovil (BIA-SAM-SAM283035-YVL-BIA)

343

ADF DME

113.35 283

NAV1

343

ADF

109.05

DME

SAM283035 SAM 283r 35d

113.35 283

NAV2

113.35

113.35 283

NAV1

113.35 283

NAV2

Track 252 Leg 17nm 07'

YVL 343 NDB 109.05 DME

FL60 SSA 30

SAM 113.35

Track 283 Leg 35nm 16' FL65 MSA 31 Track 112 Leg 33nm 15' FL55 MSA 24

339

ADF DME

110.50

110.50 08/26

NAV1

113.35 064

NAV2

FL70 MSA 31

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

339

ADF

Track 064 Leg 22nm 10'

5.0

DME

113.35

113.35 064

NAV1

113.35 064

NAV2

BIA 339

DO NOT USE FOR NAVIGATION

93

9. Airways IFR

e. Airways test route 2. Southampton A (BIA-THRED-SAM-SAM283035-BIA) 343

ADF DME

SAM283035 SAM 283r 35d

113.35

113.35 283

NAV1

Track 283 Leg 35nm 16'

339

ADF DME

110.50

110.50 08/26

NAV1

Track 140 Leg 22nm 10 10'

113.35 064

NAV2

113.35 283

NAV2

SAM 113.35

FL65 MSA 31

climb FL55 MSA 31

5.0 BIA 339 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

No change

08 dep 26 dep

190

Track 026 Leg 30nm 14'

130

DME

113.35 113 35

113.35 026

NAV1

Track 161 Leg g 17nm 9'

339

ADF

113.35 026

NAV2

FL70 MSA 24

climb FL70 MSA 24

THRED

SAM 206r 30d DO NOT USE FOR NAVIGATION

94

9. Airways IFR

e. Airways test route 2. Southampton B (BIA-THRED-SAM-YVL-BIA) 343

ADF DME

109.05

113.35 283

NAV1

DME

SAM283035 SAM 283r 35d

113.35 283

NAV2

113.35

113.35 283

NAV1

Track 252 Leg 17nm 07'

Track 283 Leg 35nm 16'

FL60 SSA 30

113.35 283

NAV2

SAM 113.35

FL65 MSA 31

YVL 343 NDB 109.05 DME

Track 112 Leg 33nm 15'

339

ADF DME

FL55 MSA 24

110 50 110.50

110.50 08/26

NAV1

343

ADF

BIA 339

5.0

113.35 064

NAV2

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

No change

08 dep 26 dep

190

Track 026 Leg 30nm 14'

130

339

ADF DME

113.35

113.35 026

NAV1

113.35 026

NAV2

Track 161 Leg 17nm 9 9'

FL70 MSA 24

climb FL70 MSA 24

THRED

DO NOT USE FOR NAVIGATION

SAM 206r 30d 95

9. Airways IFR

e. Airways test route 4. Southampton C (BIA-THRED-PEPIS-SAM-SAM283035-BIA) Procedure turn into wind, heading either 332O or 062O

343

ADF DME

113.35

113.35 283

NAV1

SAM 283035

113.35 283

PEPIS

NAV2

SAM 283r 35d

SAM 017r 15d Track 017 Leg 15nm L 15 06'

FL60 MSA 24

339

ADF DME

110.50

110.50 08/26

NAV1

113.35 064

NAV2

DME

FL65 MSA 31

113.35

113.35 017

NAV1

FL70 MSA 24

Track 283 Leg 35nm 16'

Track 140 Leg 22nm 10'

339

ADF

Track 197 Leg 15nm 06'

113.35 197

NAV2

SAM 113.35

climb FL55 MSA 31

5.0 BIA 339 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

08 dep 190

26 dep

Track 026 Leg 30nm 14'

130

339

ADF DME

113.35

113.35 026

NAV1

Track 161 Leg 17nm 9'

113.35 026

NAV2

No change

FL70 MSA 24

climb FL70 MSA 24

THRED

SAM 206r 30d

DO NOT USE FOR NAVIGATION

96

9. Airways IFR

e. Airways test route 5. Exeter (BIA-SAM277045-MULIT-ATWEL-EX-BIA)

337

ADF DME

Hold east of BHD030r until cleared to join N864

117.45 MULIT 189 BHD 009r 37d BCN 189r 43d

NAV2

FL65 MSA 42 N864 note: Even FLs N-bound, Odd FLs FL S-bound Sb d 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

ATWEL

BCN 189r 53d BHD 009r 27d

EX 337

147O 7nm 04' BHD 112.05

337

ADF DME

109.90

109.90 08/26

NAV1

117.45 189

NAV2

DME

113.35

113.35 277

NAV1

112.05 189

NAV2

Track 277 Leg 32nm 13 13'

Track 189 Leg 10nm 5' FL70 MSA S 42

339

ADF

Climb Cli b to FL70 FL 0 prior i to entering i controlled airspace

112.05

112.05 189

NAV1

BHD030 radial

BCN 117.45

SAM 113.35

SAM277045 SAM 277r 45d Track from BIA is chosen to be a sensible intercept of the SAM radial to MULIT

Track 300 Leg 29nm 15' climb FL65 MSA 31

Track 092 Leg g 55nm 25'

5.0 FL55 MSA 32

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

339

ADF DME

109.90 08/26

NAV1

BIA 339

110.50 113.35 064

NAV2

DO NOT USE FOR NAVIGATION

97

9. Airways IFR

e. Airways test route 6. Cardiff (BIA-SAM283035-EXMOR-CDF-BIA)

9ATIS received 9Approach brief 9Arrival checks 9Holding Holding speed

DME

113.35 113 35 114

NAV2

338

ADF

110.70

110.70 12/30

NAV1

113.35

113.35 113 35 114

NAV1

CDF 338 DME

339

ADF

110.70 12/30

NAV2

Track 008 Leg 13nm 06' FL60 MSA 42

Track 114 Leg 44nm 21' BCN 170 radial

FL55 MSA 42

EXMOR

BCN 189r 33d BHD 009r 48d N864 note: Even FLs N-bound, Odd FLs S-bound Even though you will request clearance direct CDF, you still need to be at the correct northbound level at EXMOR

SAM 294r 36d

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

Track 283 Leg 42nm 20' Descend to FL60 prior to entering controlled airspace

Hold east of BCN170 until cleared l d to t join N864 at EXMOR

FL65 MSA 42

339

ADF DME

SAM 113.35

FL55 MSA 31

113.35

113.35 283

NAV1

Track 150 Leg 27nm 12'

SAM283035 SAM 283r 35d 117.45 189

NAV2

339

ADF

Track 320 L 22nm Leg 22 10'

DME

climb FL65 MSA 31

5.0

110 50 110.50

109.90 08/26

NAV1

113.35 064

NAV2

BIA 339 DO NOT USE FOR NAVIGATION

98

9. Airways IFR

e. Airways test route 7. Bristol (BIA-SAM283035-EXMOR-BRI-BIA)

414

ADF DME

110.15 110 15 09/27

NAV1

BCN 141 radial

110.15 110.15 110 15 09/27

NAV2

BRI 414 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

DME

Track 068 Leg 27nm 12'

339

ADF

113.35

113.35 141

NAV1

Track 141 Leg 26nm 12'

FL60 MSA 42

113.35 141

NAV2

FL55 MSA 31

BCN 170 radial

EXMOR

BCN 189r 33d BHD 009r 48d N864 note: Even FLs N-bound, Odd FLs S-bound g yyou will request q Even though clearance direct CDF, you still need to be at the correct northbound level at EXMOR

Track 283 Leg 42nm 20' Descend to FL60 prior to entering controlled airspace

Hold east of BCN170 until cleared to join N864 at EXMOR

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

SAM283035 SAM 283r 35d BCN 141r 56d

FL65 MSA 42

339

ADF DME

113.35 283

NAV1

Track 140 Leg 22nm 10' FL55 MSA 31

113.35 117.45 189

NAV2

SAM 113.35

339

ADF

Track 320 Leg 22nm 10'

DME

climb FL65 MSA 31

5.0

110 50 110.50

109.90 08/26

NAV1

113.35 064

NAV2

BIA 339 DO NOT USE FOR NAVIGATION

99

9. Airways IFR

e. Airways test route 8. Filton (BIA-SAM283035-EXMOR-OF-BIA) 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

BCN 141 radial Track 214 ADF Leg 10nm 04' climb FL55 MSA 31

325

ADF DME

OF 325

110.55

110.55 09/27

NAV1

110.55 09/27

NAV2

Track 059 Leg 35nm 16'

414

BRI 414

339

ADF DME

113.35

113.35 141

NAV1

FL60 MSA 42 Track 141 Leg 26nm 12'

113.35 141

NAV2

FL55 MSA 31

BCN 170 radial

EXMOR

BCN 189r 33d BHD 009r 48d N864 note: Even FLs N-bound, N bound, Odd FLs S S-bound bound Even though you will request clearance direct CDF, you still need to be at the correct northbound level at EXMOR

Track 283 Leg 42nm 20' Descend to FL60 prior to entering controlled airspace

Hold east of BCN170 until cleared to join N864 at EXMOR

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

SAM283035 SAM 283r 35d BCN 141r 56d

FL65 MSA 42

339

ADF DME

113.35 283

NAV1

Track 140 Leg 22nm 10' FL55 MSA 31

113.35 117.45 189

NAV2

339

ADF

Track 320 Leg 22nm 10'

DME

climb FL65 MSA 31

DO NOT USE FOR NAVIGATION

SAM 113.35

5.0

110.50

109.90 08/26

NAV1

113.35 064

NAV2

BIA 339 100

9. Airways IFR

e. Airways test route 9. Alderney (BIA-ALD-BIA)

9ATIS received 9Approach brief 9 9Arrival checks 9Holding speed

Track 161 Leg 17nm 9'

5.0

339

ADF DME

BIA 339

110.50

109.90 08/26

NAV1

113.35 064 Track 011 Leg

NAV2

THRED

47nm 22' cruise A30 MSA 24

y departure from If on a westerly EGJA, intercept GUR 038r to Ortac

383

DME

109.40

109.40 109 40 038

NAV1

133.35 133 35 026

NAV2

DME

113.35

113.35 206

NAV1

ADF

339

ADF

SAM 206r 30d

Track 206 Leg 33nm 15' cruise FL60 MSA 24

ADF

climb FL60 MSA 24

113.35 206

NAV2

383 ORTAC

SAM 206r 63d GUR 038r 41d

Track 027 Leg 19nm 09' MSA 19

Track 207 Leg 19nm 09' MSA 19

ALD 383 9ATIS received 9Approach brief 9Arrival Arrival checks 9Holding speed DO NOT USE FOR NAVIGATION

101

9. Airways IFR

e. Airways test route 10. Guernsey (BIA-GUR-ALD-BIA) 9ATIS received 9Approach brief 9Arrival checks 9Holding speed

Track 161 Leg 17nm 9'

5 0 5.0

339

ADF DME

BIA 339 climb FL60 MSA 24

110.50

109.90 08/26

NAV1

113.35 064 Track 011 Leg

NAV2

THRED

47nm 22' 22 cruise A30 MSA 24

109.40

109.40 224

NAV1

113.35 206

SAM 206r 63d GUR 038r 41d

BRILL

383 108.10

108.10 09/27

NAV1

113.35 206

NAV2

ORTAC

109.40 212

NAV2

DR Track 224 Leg 23nm 10' MSA 19

DME

113.35

383

ADF

ADF

DME

NAV1

Track 206 Leg 33nm 15' cruise FL60 MSA 24 DME

339

ADF

SAM 206r 206 30d

109.40 212

NAV2

ALD 383 Track 048 Leg 23nm 10' MSA 15

GUR 109.40

383

ADF DME

109.40

109.40 048

NAV1

GUR 032r 18d Track 212 Leg 18nm 08' 5.0 MSA 15

Track 027 Leg 19nm 09' MSA 19

9ATIS received 9Approach brief 9Arrival checks 9Holding speed

133.35 026

NAV2

DO NOT USE FOR NAVIGATION

102

Appendix

a. Training and Test route Navigation Logs b. Flight plan questions and answers

103

Date

Aircraft

F070 - DCT SAM/N0150F065 DCT SAM283035/N0150F060 DCT YVL/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

1.

FPL Route Item 15:

Captain

Blocks On Dept Time

Fuel/Time

Route Winds 2000ft

Route Winds 5000ft

4:40

Waypoint

EGHH/BIA

MSA

Alt/FL

SAM M

31

F70

SAM283035

31

YVL

30

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

22

064

10’’

F65

35

283

16’

F60

17

252

7’

Approach

ETA

ATA

Remaining

24

F55

33

112

YEOVIL Radar

NAV AIDS Type Freq

Freq

Station

DOC

127.35

BIA

NDB

339

20

Westland

App

130.80

SAM

VOR

113.35

100

Westland

Twr

125.40

YVL

NDB

343*

20

YVL

DME

109.05

25

USG

Start Up & Taxi A. Route Fuel B. Alternate Fuel 5% of A + B

6

20 10 2

Hold 45mins Min Fuel Reqd

53

Fuel Available Reserve

Position

Route

Route

Position

Alt / FL

Altitude

Time

ETA Request

100

47

SAM 283035

Type

Heading (M)

15

Fix

DO NOT USE FOR NAVIGATION

Code

Display

ADF

DME

SAM

064

IBH

258

BIA

SAM

BIA

IBH

QFE

RQNH

Distance

283r

Wind

258

Clearances

POSITION Station Radial

Rwy

Nav 2

IBH

15’

SAM

Display

YVL

0:58 COMMS Service

Nav 1

YVL

10’

EGHH/BIA

Station

YEOVIL

35d

Vis

Cloud

Cloud

Temp

DP

QNH

Date

Aircraft

F070 - DCT THRED Q41 SAM/N0150F065 DCT SAM283035/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

2.

FPL Route Item 15:

Captain

Blocks On Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

THRED HRED

24

F70

SAM

24

F70

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

17

161

9’’

30

026

14’

Approach

ETA

ATA

Remaining

Route Winds 5000ft

31

F65

35

283

16’

EGHH/BIA

31

F55

22

140

10’

Display

Nav 2

Display

ADF

DME

SAM

026

IBH

258

BIA

SAM

283 BCN

0:59 COMMS Service

ATIS

Nav 1

10’

SAM283035

SAM

Route Winds 2000ft

4:40

Waypoint

Station

Southampton A

Freq

Station

113.35

A. Route Fuel B. Alternate Fuel 5% of A + B

339

20

SAM

VOR

113.35

100

BCN

VOR

117 45 117.45

125

20 10 2 53

Fuel Available Reserve

Type

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

15

Min Fuel Reqd

THRED SAM 283035

NDB

6

Hold 45mins

Fix

ETA Request

100

47

DO NOT USE FOR NAVIGATION

Code

Distance

SAM

206r

30d

SAM

283r

35d

Rwy

Wind

IBH

Clearances

POSITION Station Radial

DOC

BIA

USG

Start Up & Taxi

NAV AIDS Type Freq

140

Vis

Cloud

Cloud

Temp

DP

QNH

QFE

RQNH

Date

Aircraft

F070 - DCT THRED Q41 SAM/N0150F065 DCT SAM283035/N0150F060 DCT YVL/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

3.

FPL Route Item 15:

Captain

Blocks On

Dept Time

Fuel/Time

Route Winds 2000ft

Route Winds 5000ft

4:40

Waypoint

EGHH/BIA

MSA

Alt/FL

THRED HRED

24

F70

SAM

24

SAM283035 YVL

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

17

161

9’’

F70

30

206

14’

31

F65

35

283

16’

30

F60

17

252

7’

Approach

ETA

ATA

Remaining

24

F55

33

112

YEOVIL Radar

NAV AIDS Type Freq

Freq

Station

127.35

BIA

NDB

Fix

339

20

THRED SAM 283035

Westland

App

130.80

SAM

VOR

113.35

100

Westland

Twr

125.40 125 40

YVL

NDB

343*

20

YVL

DME

109.05

25

USG

Start Up & Taxi A. Route Fuel B. Alternate Fuel 5% of A + B

6

24 10 2

Hold 45mins

57

Fuel Available Reserve

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

15

Min Fuel Reqd

Type

ETA Request

100

43

DO NOT USE FOR NAVIGATION

Code

Nav 2

Display

ADF

DME

SAM

026

IBH

258

BIA

SAM

283

YVL

YVL

258

BIA

IBH

QFE

RQNH

Clearances

POSITION Station Radial

DOC

Display

15’ 1:13

COMMS Service

Nav 1

IBH

10’

EGHH/BIA

Station

Southampton B

Distance

SAM

206r

30d

SAM

283r

35d

Rwy

Wind

Vis

Cloud

Cloud

Temp

DP

QNH

Date

Aircraft

F070 - DCT THRED Q41 PEPIS/N0150F060 Q41 SAM/N0150F065 DCT SAM283035/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

4.

FPL Route Item 15:

Captain

Blocks On

Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

THRED HRED

24

F70

SAM

24

PEPIS + Proc Turn

Hdg(M)

Time

17

161

9’’

F70

30

026

14’

24

F70

15

017

6’+4’

SAM + Approach

24

F60

15

197 6’+10’

SAM283035

31

F65

35

283

16’

EGHH/BIA

31

F55

22

140

10’

TAS

Dist

Track(T)

Hdg(T)

G/S

ETA

ATA

Remaining

Route Winds 5000ft

COMMS Service

ATIS

Freq

Station

113.35

A. Route Fuel B. Alternate Fuel 5% of A + B

339

20

SAM

VOR

113.35

100

BCN

VOR

117 45 117.45

125

25 10 2 58

Fuel Available Reserve

Type

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

15

Min Fuel Reqd

THRED SAM 283035 PEPIS

NDB

6

Hold 45mins

Fix

ETA Request

100

42

DO NOT USE FOR NAVIGATION

Code

Nav 2

Display

ADF

DME

SAM

026

IBH

258

BIA

SAM

283

BCN

140

BIA

BCN

140

IBH

258

DP

QNH

QFE

RQNH

BCN

Clearances Distance

SAM

206r

30d

SAM

283r

35d

SAM

017

15d

Rwy

Display

197

POSITION Station Radial

DOC

BIA

USG

Start Up & Taxi

NAV AIDS Type Freq

Nav 1

017

1:14

SAM

Route Winds 2000ft

4:40

Waypoint

Station

Southampton C

Wind

Vis

Cloud

Cloud

Temp

Date

Aircraft

F065 - DCT SAM277045 DCT MULIT/N0150F070 N864 TINAN/N0150A030 DCT EX/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

5.

FPL Route Item 15:

Captain

Blocks On

Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

SAM277045 M2 045

31

F65

MULIT

42

ATWEL EX

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

29

300

15’’

F65

32

277

13’

42

F70

10

189

5’

32

A35

7

147

4’

Approach

ETA

ATA

Remaining

Route Winds 5000ft

32

F55

55

092

ATIS

NAV AIDS Type Freq

Freq

Station

Fix

119.32

BIA

NDB

339

20

MULIT

SAM

VOR

113.35

100

BCN

VOR

117.45

125

BHD

VOR

112.05

85

EX

LOM

337*

25

USG

Start Up & Taxi A. Route Fuel B. Alternate Fuel 5% of A + B

6

24 10 2

Hold 45mins

57

Fuel Available Reserve

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

15

Min Fuel Reqd

Type

ETA Request

100

43

DO NOT USE FOR NAVIGATION

Code

BCN

Rwy

Nav 2

Display

ADF

SAM

277

IBH

258

BIA

IBH SAM

BHD

030

EX

BHD

BCN

189

EX

BHD

SAM

25’

189

DME

262

IBH

258

EX

SAM

DP

QNH

QFE

RQNH

Clearances

POSITION Station Radial

DOC

Display

IXR

1:12 COMMS Service

Nav 1

BHD

10’

EGHH/BIA

Exeter

Route Winds 2000ft

4:40

Waypoint

Station

EXETER

Distance

189r

Wind

43d

Vis

Cloud

Cloud

Temp

Date

Aircraft

F065 - DCT SAM283035 DCT EXMOR/N0150F060 DCT CDF/N0150F055 DCT SAM294036 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

6.

FPL Route Item 15:

Captain

Blocks On

Dept Time

Fuel/Time

Route Winds 2000ft

Route Winds 5000ft

4:40

Waypoint

EGHH/BIA

MSA

Alt/FL

SAM283035 M283035

31

F65

EXMOR

42

CDF

42

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

22

320

10’’

F65

42

283

20’

F60

13

008

6’

Approach

ETA

ATA

Remaining

10’

SAM294036

42

F55

44

114

21’

EGHH/BIA

31

F55

27

150

12’ 1:19

Station

CARDIFF

COMMS Service

Cardiff ATIS

NAV AIDS Type Freq

Freq

Station

132.47

BIA

NDB

339

20

SAM

VOR

113.35

100

BCN

VOR

117 45 117.45

125

CDF

NDB

388

40

USG

Start Up & Taxi A. Route Fuel B. Alternate Fuel 5% of A + B

6

26 10 2

Hold 45mins

59

Fuel Available Reserve

SAM 283035 EXMOR

Position

Route

Route

Position

Alt / FL

Altitude

Time

ETA Request

100

41

Fix

Type

Heading (M)

15

Min Fuel Reqd

DOC

DO NOT USE FOR NAVIGATION

Code

Nav 2

Display

ADF

DME

SAM

283

IBH

258

BIA

IBH

BCN

170

CDF

BCN

BHD

009

CDF ICDF

BCN

189

SAM

114

IBH

258

CDF SAM

BIA

IBH

QFE

RQNH

Distance

SAM

283r

35d

BCN

189r

33d

Wind

Display

Clearances

POSITION Station Radial

Rwy

Nav 1

Vis

Cloud

Cloud

Temp

DP

QNH

Date

Aircraft

F065 - DCT SAM283035 DCT EXMOR/N0150F060 DCT BRI/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

7.

FPL Route Item 15:

Captain

Blocks On Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

SAM283035 M283035

31

F65

EXMOR

42

BRI

42

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

22

320

10’’

F65

42

283

20’

F60

27

068

12’

Approach

ETA

ATA

Remaining

10’

SAM283035

31

F55

26

141

12’

EGHH/BIA

31

F55

22

140

10’ 1:14

Bristol

Route Winds 2000ft

Route Winds 5000ft

4:40

Waypoint

Station

BRISTOL

COMMS Service

ATIS

NAV AIDS Type Freq

Freq

Station

126.02

BIA

NDB

339

20

SAM

VOR

113.35

100

BCN

VOR

117 45 117.45

125

BRI

NDB

414

40

USG

Start Up & Taxi A. Route Fuel B. Alternate Fuel 5% of A + B

6

25 10 2

Hold 45mins

58

Fuel Available Reserve

SAM 283035 EXMOR

Position

Route

Route

Position

Alt / FL

Altitude

Time

ETA Request

100

42

Fix

Type

Heading (M)

15

Min Fuel Reqd

DOC

DO NOT USE FOR NAVIGATION

Code

Nav 2

Display

ADF

DME

SAM

283

IBH

258

BIA

IBH

BCN

170

BRI

BCN

BHD

009

BRI IBTS

BCN

189

BCN

140

IBH

258

BRI SAM

BIA

IBH

QFE

RQNH

Distance

SAM

283r

35d

BCN

189r

33d

Wind

Display

Clearances

POSITION Station Radial

Rwy

Nav 1

Vis

Cloud

Cloud

Temp

DP

QNH

Date

Aircraft

Blocks Off

T/O

Ldg

Blocks On

Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

SAM283035 M283035

31

F65

EXMOR

42

F65

OF + App

42

BRI SAM283035 EGHH/BIA

TAS

Dist

Track(T)

Hdg(T)

G/S

Route Winds 5000ft

ETA

ATA

Remaining

COMMS Service

ATIS

DME

SAM

283

IBH

258

BIA

IBH

BCN

170

OF

BCN

BHD

009

42

283

20’

F60

35

059 16+10’

31

climb

10

214

4’ 4

BCN

140

31

F55

26

141

12’

IBH

258

31

F55

22

140

10’

NAV AIDS Type Freq

NDB

339

20

SAM

VOR

113.35

100

BCN

VOR

117.45

125

BRI

NDB

414

40

OF

NDB

325*

25

USG

Start Up & Taxi

6

27 10 2

Hold 45mins

60

Fuel Available

DOC

SAM 283035 EXMOR

Position

Route

Route

Position

Alt / FL

Altitude

Time

ETA Request

100

40

Fix

Type

Heading (M)

15

Reserve

ADF

10’’

BIA

Min Fuel Reqd

Display

320

126.02

5% of A + B

Nav 2

22

Station

B. Alternate Fuel

Display

Time

Freq

A. Route Fuel

Nav 1

Hdg(M)

BCN

DO NOT USE FOR NAVIGATION

Code

IFB

SAM

BIA

IBH

QFE

RQNH

Clearances

POSITION Station Radial

Distance

SAM

283r

35d

BCN

189r

33d

Rwy

189

BRI

1:22

Bristol

Route Winds 2000ft

4:40

Waypoint

Station

FILTON

F065 - DCT SAM283035 DCT EXMOR/N0150F060 DCT OF/N0150A040 DCT BRI/N0150F055 DCT BIA

BE76

VFR / IFR Navigation Log

8.

FPL Route Item 15:

Captain

Wind

Vis

Cloud

Cloud

Temp

DP

QNH

Date

Aircraft

F060 - DCT THRED Q41 ORTAC DCT ALD/N0150A030 DCT ORTAC DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

9.

FPL Route Item 15:

Captain

Blocks On Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

THRED HRED

24

F60

ORTAC

24

ALD

19

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

17

161

9’’

F60

33

206

15’

F60

19

207

9’

Approach

ETA

ATA

Remaining

Route Winds 5000ft

19

A30

19

027

9’

EGHH/BIA

24

A30

47

011

22’

ATIS

Freq

Station

109.4

A. Route Fuel B. Alternate Fuel 5% of A + B

20

THRED

SAM

206r

30d

SAM

VOR

113.35

100

ORTAC

SAM

206r

63d

GUR

VOR

109.4

?

GUR

038r

41d

ALD

NDB

383

?

25 10 2

Reserve

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

58

Fuel Available

Type

ETA Request

100

42

DO NOT USE FOR NAVIGATION

Code

Rwy

ADF

DME

SAM

206

IBH

258

BIA

SAM

GUR

218

ALD

038

Wind

IBH

258

BIA

SAM

DP

QNH

QFE

RQNH

Distance

339

15

Min Fuel Reqd

Fix

Display

Clearances

POSITION Station Radial

NDB

6

Hold 45mins

DOC

Nav 2

SAM

BIA

USG

Start Up & Taxi

NAV AIDS Type Freq

Display

GUR

1:14 COMMS Service

Nav 1

GUR

10’

ORTAC

GUR

Route Winds 2000ft

4:40

Waypoint

Station

ALDERNEY

Vis

Cloud

Cloud

Temp

Date

Aircraft

F060 - DCT THRED Q41 ORTAC DCT BRILL/N0150A030 DCT GUR DCT ALD DCT BIA

BE76

VFR / IFR Navigation Log

Blocks Off

T/O

Ldg

10.

FPL Route Item 15:

Captain

Blocks On Dept Time

Fuel/Time

EGHH/BIA

MSA

Alt/FL

THRED HRED

24

F60

ORTAC

24

F60

GUR + Approach

19

ALD + Approach ORTAC EGHH/BIA

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

17

161

9’’

33

206

15’

F60

41

218 18+10’

19

A30

23

10 10’ 048 10+10’

19

A30

19

027

9’

24

A30

47

011

22’

ETA

ATA

Remaining

Route Winds 5000ft

COMMS Service

ATIS

Freq

109.4 109 4

Type

BIA

NDB

SAM

A. Route Fuel B. Alternate Fuel 5% of A + B

20

THRED

SAM

206r

30d

VOR

113.35

100

ORTAC

SAM

206r

63d

GUR

VOR

109.4 109 4

?

GUR

038r 038

41d

ALD

NDB

383

?

GUR

032r

18d

35 10 2

Hold 45mins

68

Fuel Available Reserve

Type

Position

Route

Route

Position

Alt / FL

Altitude

Time

Heading (M)

15

Min Fuel Reqd

ETA Request

100

32

POSITION Station Radial

339

6

DO NOT USE FOR NAVIGATION

Code

Rwy

Nav 2

Display

ADF

DME

SAM

206

IBH

258

BIA

SAM

GUR

218

ALD

218

GUR

IBH

258

BIA

SAM

DP

QNH

QFE

RQNH

Clearances

Fix

BRILL

Display

SAM

DOC

USG

Start Up & Taxi

NAV AIDS Freq

Station

Nav 1

GUR

1:43

GUR

Route Winds 2000ft

4:40

Waypoint

Station

GUERNSEY

Wind

Distance

Vis

Cloud

Cloud

Temp

Date

VFR / IFR Navigation Log

Aircraft

Blocks Off

T/O

FPL Route Item 15:

Captain

Ldg

Blocks On Dept Time

Fuel/Time

Route Winds 2000ft

Route Winds 5000ft

Waypoint MSA

Alt/FL

TAS

Dist

Track(T)

Hdg(T)

G/S

Hdg(M)

Time

ETA

ATA

Remaining

Nav 1

Display

Nav 2

Display

ADF

DME

DP

QNH

QFE

RQNH

Clearances Station

COMMS Service

Freq

Station

USG

Type

NAV AIDS Freq

DOC

POSITION Station Radial

Fix

Type

Position

Start Up & Taxi

Route

Route

A. Route Fuel

Position

Alt / FL

B. Alternate Fuel

Altitude

Time

5% of A + B

Heading (M)

Hold 45mins

ETA

Min Fuel Reqd Fuel Available Reserve

Request

Code

Rwy

Wind

Distance

Vis

Cloud

Cloud

Temp

Appendix

a. Training and Test route Navigation Logs b. Flight plan questions and answers

115

FLIGHT PLAN

Flight Plan template

1

Priority

Smile Life

When life gives you a hundred reasons to cry, show life that you have a thousand reasons to smile

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