Instrument Procedures

Maj Johnson

We have your Clearance, Advise when ready to Copy?…

What’s in Store:– NAVAIDS and A/C equipment basics– Approach Memory Aids– Preflight IFR planning– Conducting an Approach (walking the dog)– Holding techniques– Chart / Pubs terms and graphics– Point to Point (on the GPS)– Partial Panel

IFR Required Equipment

• GRAB CARD

GeneratorRadiosAttitude indicatorBall

ClockAdjustable altimeterRate of turn indicatorDirectional gyro

VORStation passage occurs when the TO-FROM

indicator makes the first positive change to FROM.

Where the frequency 122.1R is listed overa VORTAC frequency box on a Low-Altitude IFR Navigation chart, the pilot may talk to FSS bybroadcasting on 122.1 with the VHF radio, then listen for a reply on the VOR frequency throughthe NAV radio.

VOT

LOC

• Unreliable signals may be received outside these areas.

Outside this area use TACAN to build your SA(BDHI 3)

• The indicators are adjusted for VOR and TACAN, so that the CDI is fully displaced when the aircraft is off course more than 10. Each dot on the CDI scale represents 5.

• Full-scale deflection on the CDI scale differs with the width of the localizer course (3 to 6). Example: If the localizer course is 5 wide, then full-scale deflection is 2-1/2 and each dot is 1-1/4 if the localizer course is 3 wide, then full-scale deflection is 1-1/2 and each dot is 3/4

TACANTACAN station passage is determined when the range indicator stops decreasing (minimum

DME).

VOR/DME/TACAN Standard Service Volumes

SSV Class Designator Altitude and Range Boundaries • T (Terminal)

– From 1,000 feet above ground level (AGL) up to and including 12,000 feet AGL at radial distances out to 25 NM.

• L (Low Altitude) – From 1,000 feet AGL up to and including 18,000 feet AGL at

radial distances out to 40 NM.

• H (High Altitude) – From 1,000 feet AGL up to and including 14,500 feet AGL at

radial distances out to 40 NM.

• MEA– Minimum Enroute Altitude

(obstacle clearance and navaid signal coverage for entire route)

• MOCA– Minimum Obstruction Clearance

Altitude(obstacle clearance for entire route but only assures navaid signal within 22 nm)

• MCA– Minimum Crossing Altitude

(must cross at the next highest MEA)• Changeover Point

– Mileage to NAVAIDs• OROCA

– Off Route Obstruction Clearance Altitudes(1,000 / 2,000 feet obstacle clearance when off route…may not provide signal coverage)

Homing vs TrackingHoming is accomplished when the aircraft is

turned to place the head of the needle under the top index, and keeping it there. Since homing does not incorporate wind drift correction, in a crosswind the aircraft follows a curved path to the station.

Tracking is the procedure for determining a magnetic heading which will correct for wind drift.

TrackingWhen TACAN/VOR tracking utilizing the

CDI/HSI, the course deviation bar will drift off center in the same direction as the TACAN/VOR needle for off-course indications. Once drift is detected, select a new heading in the same direction the CDI/HSI has moved.

HoldingIf the controlling agency issues a clearance limit

(i.e., “CAP 26 52, your clearance limit is now Bugle intersection, expect further clearance at 50”) and no further instructions are received, hold in a standard pattern on the inbound course on which the aircraft approaches the fix or as depicted. Maintain the last assigned altitude unless otherwise directed.

• Parallel – turn to parallel the outbound course

• Direct – turn to follow the holding pattern

• Teardrop – 30 degree turn toward the holding side from one minute…then tail radial turn to inbound course.

• Finger method based on outbound course (right turns…right hand)

JUST USE COMMON SENSE AND GET TO THE HOLDING SIDE!!

HoldingWind compensation will be made on inbound and outbound headings, not when turning. Once the inbound wind crab correction is determined, this number will be doubled for the outbound course.

Inbound leg is 1 min…adjust outbound leg as required

• Visual vs Contact Approach– Visual

• On an IFR flight plan, clear of clouds enroute, have airport or preceding indentified aircraft in sight. Weather at airport must be 1000/3.

– Contact• On an IFR flight plan, clear of clouds and min of 1

mile visibility both enroute and at the airport. Airport must have an instrument approach. Must be requested by the pilot.

• MSA vs MEF– Minimum Sector Altitude

• 1,000 feet of obstacle clearance within a 25 nm radius

– Emergency Safe Altitude• 1,000 feet in nonmountainous and 2,000 feet in mountainous within

100 nm radius

• Maximum Elevation Figure– Based of highest known feature bounded within lines of latitude

and longitude (highest elevation within a quadrangle, adding 100 feet for vertical error, then adding the height of the highest obstacle in the quadrangle or 200 feet, whichever is higher, then rounding up to the next hundred feet )

A. Category A- Speed less than 91 knots.

B. Category B- Speed 91 knots or more but less than 121 knots.

C. Category C- Speed 121 knots or more but less than 141 knots.

D. Category D- Speed 141 knots or more but less than 166 knots.

E. Category E- Speed 166 knots or more.

A = 1.3 nmB = 1.5 nm

…so what? This is the area you have to stay within to be afforded obstacle clearance

IFR Separation

• Separation provided between all IFR flight plans

• VFR-on-top and VFR – ATC may issue traffic advisories, but see and avoid required by pilot.

Preflight Prep

• NOTAMS (TFR’s) https://www.notams.faa.gov• Weather brief

– FSS: Standard / Outlook >6 hrs / Abbreviated• May request:

– GPS RAIM availability for +/- 1 hr of ETA – require no more than 5 min expected loss of RAIM (www.raimprediction.net)

– approximate density altitude data.

• Route Card / Comm’s : Metro, EFAS (122.0), TRSA

• Fuel plan• Approaches available – backup plan!• Flight Plan / Charts and Pubs

Planning Minimums

Alternate Required:• +/- 1 hour from ETA the weather is less than 2,000

foot ceiling and 3 statute miles visibility.

Fuel Planning for IFR:

• To first airport of intended landing then to alternate airport + 45 minutes fuel calculated at normal cruising speed. (1 hour per CAP 60-1)

IFR alternate weather minimums:• At ETA: ceiling and visibility specified in the standard

approach minima, or if none specified then 600/2 for precision approaches and 800/2 for non-precisions.

Flight Plans

• Pilots should file IFR plans at least 30 minutes prior to ETD.

• Most centers will delete un-activated flight plans after 1 hour.

• IFR flight plans closed by functioning control tower. PILOT responsible to close VFR plan through FSS.

• If not cancelled after 30 minutes of ETA, then search and rescue procedures started.

ATC Clearance / Instruction Readback

• Make a written record of your clearance upon clearance on request (CRAFT)

• Read back all taxi, hold, takeoff, and land instructions.

• Airborne, read back / respond with:– Aircraft ID– Altitudes, restrictions, vectors (in the same sequence

passed by controller)(Altitudes contained in charted procedures should not

be read back unless they are specifically stated by the controller)

WNRTB (Remember: We Need Really To Brief): • Weather (WAR)…Weather, Alt, duty Rwy• NAVAIDs (TINTS)…

– Tune – NAVAID freq. – Identify – NAVAID morse code. – Needles – set BDHI / CDI switches. – Twist – set proper course in CDI. – Select – select GPS or TCN.

• Request (request the approach from ATC)• Timing (compute)• Brief (the approach).

• Be familiar and have a game plan.

• It’s a working document…write down FBO name and location.

Copter TACAN Rwy 21

‘WNRTB’

WEATHER (ATIS) – ‘WAR’

NAVAID SETUP – TINTS

REQUEST – ‘full procedure’

TIMING

BRIEF

Weather

ATIS (WAR)WeatherAltimeterRunway in use

NAVAIDS (TINTS)

NAVAIDS (TINTS)

Copter TACAN Rwy 21

BRIEF1. Approach and Page2. Weather Minimums/Compare to current weather conditions3. FAF and Timing4. MDA/DH5. Missed Approach Point6. Terminal Procedures (taxi plan off of airport diagram)

Copter TACAN Rwy 21

ARCING

Lead turn by .5 DME

‘9.5 DME, coming right’

6TsTime - NotedTurn – right to establish arcTime - NotedTransition – as needed to 3800 feetTwist – 212 twisted in CDITalk – IAF inbound

Copter TACAN Rwy 21

ARCING

Make frequent but small heading changes to maintain a constant DME

OR

5-10 degree above to below the wingtip position.

Copter TACAN Rwy 21

(Only the IAF if not arriving

through GOZER)

6Ts

Time - Noted

Turn – Continue arcing

Time - Noted

Transition – descend to 2900 feet

Twist – 212 twisted in CDI

Talk – IAF inbound

Copter TACAN Rwy 21

LEAD RADIAL

30/DME = RADIAL LEAD.

30/9= ~3 radials

Lead radial is 035 for left turn inbound

‘CDI is coming alive’

Copter TACAN Rwy 21

COURSE INBOUND6TsTime - NotedTurn – Continue arcingTime - NotedTransition – descend to 1800 feetTwist – 212 twisted in CDITalk – IAF inbound

Copter TACAN Rwy 21

FAF6TsTime - NotedTurn – Continue inboundTime - NotedTransition – descend to 900 feet MDATwist – 212 twisted in CDITalk – FAF inbound

Copter TACAN Rwy 21

VDP

Don’t descent below MDA until

past the Visual Descent Point

and runway in sight / safe to land

‘Gus wears a Hat’

VDP=GS (Glide Slope) over Height Above Touchdown

MISSED APPROACH

(PASTTGas & Gauges)

Power – Add to climb (min of 200 fpm unless a higher climb gradient is

published)

Attitude – set climbout attitude

Searchlight - Off

Turn – as needed

Talk – ‘Initiating missed approach’ or ‘Initiating climb out’

BIG DIFFERENCE FOR OTHERS SA

Gas - Note

Guages - check

Holding pattern in bold is considereda portion of the full procedure approach

Feeder routes are part of the approach

Point in space approach

GPS Approach

• ‘ARM’ annunciation 30 nm from airport.– CDI sensitivity goes from +/- 5 nm to +/- 1 nm

terminal sensitivity.

• ‘APPROACH’ mode at 2 nm from FAWP.– CDI sensitivity smoothly changes from +/- 1

nm to +/- 0.3 nm.

• Activating missed approach will change back to terminal sensitivity of +/- 1 nm.

AIM 1-1-18 p. GPS Familiarization.

GPS

ENR >30 nm+/- 5 nm

TERM <30 nm+/- 1 nm

APR ~2 nm from FAWP+/- 0.3 nm

Partial Panel

Partial Panel…KISS

Visualize:

Where am I…tail of the needle at (DME)

What’s my current heading…wet compass

Where do I want to go…Turn using mag compass (UNOS-Undershoot North / Overshoot South)

Update….continuously.

Cancellation of an instrument flight plan does not meet the requirement for closing out the flight plan. When a landing report has been properly delivered, the flight plan will be considered closed out.

Misc Instrument Info

• METAR TUTORIAL http://www.wunderground.com/metarFAQ.asp?MR=1

• AIMhttp://www.faa.gov/air_traffic/publications/atpubs/aim/

• FARhttp://www.faa.gov/regulations_policies/faa_regulations/

• INSTRUMENT FLYING HANDBOOK

http://www.faa.gov/LIBRARY/manuals/aviation/instrument_flying_handbook/

• AOPA Website Traininghttp://www.aopa.org/asf/online_courses/

Questions????