IR Training Manual v1.53 PDF

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
Its 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: BCFTs 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
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
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
Captains
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
Check display of distance
Select 113.35
Identify SAM when airborne
Select 110.5
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
Instrument Appreciation
1. Pressure instruments
Aim
To understand the workings of the aircrafts

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 Pilots handbook of Aeronautical Knowledge Ch7
2. Gyro instruments
Aim
To understand the workings of the aircrafts

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 Pilots Handbook of Aeronautical Knowledge Ch7
10
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 Pilots Handbook of Aeronautical Knowledge Ch16
11
Contents

b. Operating Minima
Phase 1:
a.
b.
c.
IF basics and the full panel

F ll P
Full
Panell chart
h t
Selective Radial Scan
Basic manoeuvres

a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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, dont 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

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
Phase 2:
a
a.
b.
c.
Full panel IF (continued)

take-off
off
Climbing and descending turns
FP unusual attitudes

a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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

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

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
Centralise the ball

ROLL WINGS LEVEL
Ease control column FORWARD

As ASI needle changes direction,
check the control column back
Maintain heading & height

Re-adjust power
Re-trim if reqd
AI
S i l Di
Spiral
Dive
2
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
Ease control column BACK

check the control column forward

Re-adjust power
Re-trim if reqd
AI
AI
ASI
ALT
21
Contents

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
Phase 3:
a
a.
b.
c.
Limited panel IF
LP compass turns
LP unusual attitudes

a. Normal Circuit
f
f.

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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
Its
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
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
Identify 050 and

note its 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
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
Centralise the ball

ROLL WINGS LEVEL
Ease control column FORWARD

check the control column back

Re-adjust power
Re-trim if reqd
TC
S i l Di
Spiral
Dive
2
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
Ease control column BACK

check the control column forward

Re-adjust power
Re-trim if reqd
TC
TC
ASI
ALT
25
Contents

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
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
Asymmetric circuit

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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)
Dont 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
Dont converge or diverge
RTF: call
downwind
30deg
g bank
Ref. point
VGLO
27

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
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
INSIDE ENGINE FAILS
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

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

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

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

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
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 18MP 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
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
Less rudder
Nil RoD
Gear Up
Less rudder
RoC
Flap Up
IDENTIFY (Dead leg > Dead Engine)
Set Zero thrust
Pitch for Vyse

blue line 85kts
Less rudder
+ve RoC
Least rudder
Best +ve RoC
FEATHER
Stabilise climb at Vyse and scan

Complete phase 2 checks
34

f. EFATO drill IR Test format
In the climb-out (100kts 25MP 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)

1
FLAP
Check Gear UP and Flap UP

FEATHER
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

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
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
Dont 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
Dont converge
or diverge
RTF: call
downwind
Phase 2 checks
when stable
15deg bank
Ref. point
VGLO
36
Contents

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.
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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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

a. VOR tracking to
Aim
To intercept a particular track to a VOR
Airmanship

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

a. VOR tracking from
Aim
To intercept a particular track from a VOR
Airmanship

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

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
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

c. The DME instrument and fixes
Aim
To learn to use the DME and to establish

aircraft position using DME and VOR
Airmanship

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

d. The DME Arc
Aim
To learn to intercept and track a DME arc
Airmanship

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
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

FREDA, S-I-D
Performance
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
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
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
MDA
660
Gear Down
Flap 20
680
680
22 MAX rpm
100KIAS
Level-off

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

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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

a. The Transponder
b
b.
Surveillance Radar Approach
Phase 8: ILS
pp
b. ILS Approach
a. RTF
d. Airways procedures
46
6. NDB tracking, holds and procedures

Aim
To learn to use the ADF and RMI for both

tracking and position fixing
Airmanship

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
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

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

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 wont be pushed enough),
use a larger intercept (eg. 90O)
4. Turn on to intercept heading
(eg. 120-090O = 030)
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
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
(eg. 60O) referenced from the
desired QDM and in the same
direction as the QDM change
required (left in this case)
(180-060 O =120)
Heading 080, QDM 060

Desired track is QDM 080
3
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
as twice the QDM change in the
opposite direction (ie. 40O left
turn) referenced from the desired
QDM
QDM.
(080-040 O = 040)
(Correct in the same direction as the QDR
change when tracking the needle tail)
49

b. Tracking to an NDB
Aim

Airmanship

FREDA, S-I-D
Performance

& +/- 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

b. Tracking from an NDB
Aim

Airmanship

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

& +/- 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
c. Holding procedures (i) The ICAO holding pattern

Standard hold with right-hand turns
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
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
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
Arrival from the Southeast:

S t 2 Off
Sector
Offsett E
Entry
t
Arrival from the West and South:
Sector 3 Direct Entry
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
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: 18MP 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
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 isnt 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
c. Holding patterns and procedures (vi) Flying the BIA hold with wind correction (page1)
Aim

IR test standards
Airmanship

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

+/- 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
258O1
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
cant 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
c. Holding patterns and procedures (vi) Flying the BIA hold with wind correction (page2)
Aim

IR test standards
Wind 310/20
estimated drift: 8O
estimated H/W comp: 15kts
Track with
wind correction
Airmanship

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

+/- 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
d. The NDB Approach (i) the basic NDB procedure

9 9
9ATIS received
Crossing the IAF:

Time- Turn-Talk
Flap up
18 2400rpm
120KIAS
9Cleared to descend
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

Pitch up +8O
drag Flap retract
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
d. The NDB Approach (i) the basic NDB procedure

8 9
9ATIS received
Crossing the IAF:

Time- Turn-Talk
Flap up
22 MAX rpm
120KIAS
9Cleared to descend
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

Pitch up +2O
Flap up
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
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
d. The NDB Approach (ii) EGHH NDB DME Rwy 26 procedure chart (contd)
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 recomd 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
62
d. The NDB Approach (ii) flying the EGHH NDB DME Rwy 26 procedure
Aim
To fly the published NDB Rwy26 procedure

9ATIS received
9Approach
pp
briefing
g complete
p
Airmanship

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

Go-around
Simultaneously

Pitch up +8O
drag Flap retract
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
9Cleared to descend
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

63
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
Airmanship

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
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

Go-around
Simultaneously

Pitch up +2O
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

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

2.0
Differences from
2 Engine procedure
underlined
6.5
9Cleared to descend
outbound
tb
d track
t
k
4.0
Single Engine
Monitor RMI to see

will typically need to
rollout on HDG 225 to
intercept QDM of 255
4.5
6.5
255O

64

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 Pilots 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

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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
d. NDB Approach
Phase 7:
a.
b.
c.
Radar Procedures
The Transponder
Surveillance Radar Approach
Radar Vectored NDB Approach
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
66
7. Radar procedures
a. The Transponder
Aim
To learn to use the Transponder in flight
Airmanship

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 xs 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
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
Airmanship
Flap up
18 2400rpm
120KIAS

9Cleared
Cleared to descend
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

Go-around
Simultaneously

Pitch up +8O
drag Flap retract
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
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
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

9ATIS received
Airmanship
Flap up
18 2400rpm
120KIAS

9Cleared
Cleared to descend
At or above MSA
Performance

Go-around
Simultaneously

Pitch up +8O
drag Flap retract
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
as directed by ATC
100KIAS
Climb
25 2500rpm
255O
4.0
2.0
Radar turns aircraft

onto intercept for
and asks pilot to
call established
4.5
9 Cleared to descend with the procedure
69
Contents

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
b. ILS Approach
a. RTF
d
d.
Airways procedures
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 aircrafts
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
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 reqd
- 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
Crossing the IAF:

Time- Turn-Talk
Flap up
18 2400rpm
120KIAS
9Cleared to descend
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

Pitch up +8O
drag Flap retract
Flap up in stages
100KIAS
Climb
25 2500rpm
9Established within
half-scale deflection
of Localiser needle
At the FAP
9Check Alt
and DME
16 2500rpm
100KIAS
Descend
at the Decision Altitude (DA)
scale above
the glide datum
Gear Down
93 g
greens
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
Crossing the IAF:

Time- Turn-Talk
Flap up
22 2500 rpm
120KIAS
9Cleared to descend
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

Pitch up +2O
Flap up
85KIAS
Climb
Max MP Max rpm
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)
scale above
the glide datum
Gear Down
93 g
greens
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
77
8. ILS
b. ILS Approach (ii) EGHH ILS DME Rwy 26 procedure chart (contd)
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
78
8. ILS
b. ILS Approach (iii) Flying the EGHH ILS DME Rwy 26 procedure
Aim
To fly the published ILS Rwy 26 procedure

9ATIS received
9Approach
pp
briefing
g complete
p
Airmanship
Crossing the IAF:

Time- Turn-Talk
3000

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

Pitch up +8O
drag Flap retract
Flap up in stages
2 Engine
18 2500rpm
120KIAS
1500
93 greens
scale above GS
scale above GS
Gear Down
DA
200
100KIAS
Climb
25 2500rpm
9 9
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
9Cleared to descend
outbound
tb
d track
t
k
4.0
2.0
Monitor RMI to see

will may need to rollout
on HDG 238 to
intercept the Localiser
4.5
6.5
258O
9Established on LOC to 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

9ATIS received
Airmanship
Crossing the IAF:

Time- Turn-Talk
3000

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

Pitch up +2O
Flap up
22 2500 rpm
120KIAS
1500
93 greens
scale above GS
scale above GS
Gear Down
DA
200

Go-around
85KIAS
Climb
Max MP Max RPM
8 9
At the FAP
9Check Alt
and DME
4.0
Simultaneously

+/- 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
9Cleared to descend
outbound
tb
d track
t
k
4.0
2.0
Monitor RMI to see

will may need to rollout
on HDG 238 to
intercept the Localiser
4.5
6.5
258O

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
9ATIS received
Airmanship
Flap up
18 2400rpm
120KIAS

ground checks, SID, DA
9Cleared
Cleared to descend
At or above MSA
Performance
Pumps ON
Lights ON
Flap 10
14 2500rpm
120KIAS

+/- 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

Pitch up +8O
drag Flap retract
Flap up in stages
2 Engine
2000
2000
18 2500rpm
1500 120KIAS
93 greens
scale above GS
scale above GS
Gear Down
DA
200

Go-around
9 9
Flap 20
2.0
4.5
6.0
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
4.5
6.0
258O

81
Contents

b. Operating Minima
a. Full
F ll P
Panell chart
h t
c. Basic manoeuvres
a
a.
take-off
off
a
a.
b. LP compass turns
a. Normal Circuit
f
f.

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
d. NDB Approach
a. The Transponder
Phase 8: ILS
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 CAAs 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, youve 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
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
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
dont 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
Examiners 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
9MSA
check
9Weather destination ok
Arrival checks (prior to hold fix or IAF)

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
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
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
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
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
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

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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
Hold 45mins
Fix
ETA
Request
100
47
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

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
F70
30
206
14
31
F65
35
283
16
30
F60
17
252
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
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
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

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
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
Hold 45mins
Fix
ETA
Request
100
42
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
32
A35
147
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
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
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

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
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
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
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

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
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
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
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
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

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
F60
33
206
15
F60
19
207
Approach
ETA
ATA
Remaining
Route Winds 5000ft
19
A30
19
027
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
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
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
33
206
15
F60
41
218 18+10
19
A30
23
10 10
048 10+10
19
A30
19
027
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
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
Priority
<<
Addressee(s)
EGDYZPZX Yeovilton Radar, EGHGZTZX Westland Approach

EGTEZPZX Exeter App EGDMZPZX Boscombe Radar
EGJAZTZX Alderney Twr, also EGJBZPZX & EGJJZPZX
Filing time
Originator
<<
I for IFR, V for VFR
Y for IFR then VFR, Z for VFR then IFR
In item 15, specify transition point
Specific identification of addressee(s) and/or originator
3. Message type
10
EXMnn
9. Number
/S for Mode S, /C if Mode C only (VFR)
Type of Aircraft
13 13. Departure Aerodrome

15
10
G <
<<
<
10. Equipment
SR / S <<
<<
Level
N0150
15
Type of flight
Time
EGHH
15. Cruising speed
8. Flight rules
Wake turbulence cat.
BE76
S for standard Nav equipment, G for GPS,

R for B-RNAV approval,
7. Aircraft identification
<<
<
< (FPL
Route
Fnnn
Speed or altitude change, enter the point

followed by a slash and new speed or altitude
(e.g., THRED/N0250A045).
Flight rule changeenter the point/designator
followed by a space and the new flight rule (e.g.,
ORTAC VFR, ORTAC/N0150F050 IFR)
<<
16 16.
16 Destination Aerodrome
18
<<
18. Other information
Supplementary information (Not to be transmitted in FPL messages)

19.
Endurance
Emergency Radio
Hrs / min
P.O.B
E/
For a non-airways Cross-Channel flight, enter

the FIR crossing estimate EET/xxxx tttt
EGTT=London FIR, LFFF=Paris LFRR=Brest
For IFR training enter REQ/ and the training
required as a code sequence
nH (number of holds)
RI: radar vectored ILS, PI: procedural ILS
RF: radar vectored non-precision approach
PF: procedural non-precision approach
...then airport code and time at the hold or IAF
2nd alternate
Alternate
RMK/EXAM FLIGHT REQ: H ..RI/PI/RF/PF..EGHH..time

OPR/ BCFT
REG/GCBBF
18
For
flight
F normal
l ((non-airways)
i
) IFR airways
i
fli ht
plans enter RMK/IFPS ROUTE AMENDED
ACCEPTED, to increase chances of the IFPS
accepting the flight plan
Total EET
hrs/min
Survival Eq.
S
P/
Polar
Desert
Maritime
M
R/
Jungle
Jackets
J
UHF
VHF
ELBA
E
Light
Flares
UHF
VHF
Dinghies
D /
Number
Capacity
Cover
Colour
01
004
YELLOW
<<
Aircraft colour and markings
WHITE
A/
Remarks
<<
/
Pilot-in-command
C/
116
Flight Plan training test questions (A)
Question
1
Answer
1. Why are additional addressees used?
Because a non-airways flight plan will not be sent to all the enroute ATC services you may need
to inform of your flight and training requests
2. What must prefix the list of additional addressees?
AD at the beginning of the last line in the addressee section
3. Which additional addressees would you put for a route from

Bournemouth to SAM283035 EXMOR then landing at Cardiff,
and why?
Yeovilton, because they process your request to join at EXMOR; Bristol because it is the
controlling back-up for Cardiff.
Cardiff, as the filed destination, and the filed alternates, will automatically receive the FPL
4. What two additional addresses are mandatory when joining

N864 at EXMOR and why?
Cardiff, because it is the controlling agency for lower levels at EXMOR, and Bristol because it is
the back up if Cardiff have a radio failure
5. What additional addressees would you put for a route to

Alderney and back, and why?
Southampton, because they control your initial climb, and descent on the return leg. Jersey,
because you enter their zone at ORTAC. Guernsey, because they provide approach control for
Alderney; Alderney because you are making an approach but not filing it as a destination
destination.
6. Which additional addressees would you put for a route from

Bournemouth to YVL MULIT and Exeter then returning to land
at Bournemouth?
Yeovilton, because they process your request to join at MULIT; Cardiff and Bristol because they
control the area around MULIT, Exeter because you are not landing there (and so it will not be
addressed as a destination)
13 7. What g
( ) Is it local or UTC?
goes in the time box (13)?
15 8. What speed goes in the cruising speed box?
g g
p
Estimated off-blocks UTC time, as a four digit
group.
Estimated TAS (not IAS) as a 4 group preceded by N for Knots (eg. 140 kts TAS entered as
N0140)
9. What is the significance of the Flight Level you put in the box
before the route section?
This is the first level required on departure, if joining airways direct from the airfield, it is also the
joining level for the airway. A Flight Level is preceded by F and an altitude by A, both are 3
digit groups in hundreds of feet (eg.
(eg FL60 = F060
F060 , 3000
3000 altitude = A030)
A030 )
10. In the route section, how are turning points defined (both on
and off airways)?
ICAO designators for a VOR, NDB or a 5 letter waypoint (but not the 4 letter airport code)
A latitude and longitude in the form nnnnN nnnnW, eg 5241N 0145W
A radial form and a range from a navaid in the form NNNrrrddd, eg. SAM285008 is 8 miles from
SAM on the 285 radial
11 What does DCT mean in the route section?

11.
Direct to
12. Which two methods are used to denote flight between 2

points in the route section?
DCT if the route between the points is not an airway

The airway designator if they are on an airway
117
Flight Plan training test questions (Ai)

65
IR training route:
BIA-EXMOR-EX-BIA
E(LO)3 23 Oct 2008
125
in sector
138-003
EXMOR
BCN 189r 33d
BHD 009r 48d
BCN
181r
34d
EX
DOC
BCN 33d arc
Track 189
Leg 31nm 15'
'SAM283035'
SAM 283r 35d
BCN
170r
35d
FL70
MSA 42
N864 Note:
Even FLs N-bound,
Odd FLs S-bound
100
Track 283
Leg 42nm 20'
FL65
MSA 42
BIA
DOC
Track 320
Leg 22nm 10'
climb FL65
MSA 31
FL55
MSA 32
Track 092
Leg 55nm 25'
TINAN
BHD 009r 17d
85
32
25
Track 052
Leg 8nm 04'
19d
Stay N of
SAM 262r to
clear DA
EX
DOC
Cross SAM
258r @ 46d,
just N of
GIBSO
EX DOC limit
at
SAM 52d
BIA 30d
24
Flight Plan training test questions (B)
Question
15 13. How do you show flight along an airway route in the flight
plan?
Answer
By using the airway designator,
eg. flying along Q41 from THRED to ORTAC, THRED Q41 ORTAC
14. What 3 components are used to show flight along an airway?

Is this correct: EXMOR N864 CDF?
Entry point on the airway, airway designator, exit point on the airway
CDF is not a point on the N864 airway, so this is incorrect. EXMOR DCT CDF must be used.
15. What 2 main methods define turning points and reporting

points on airways?
3 letter designators for navaids (occasionally 2 letters for NDBs)

5 letter designators for intersections (of VOR radials) and RNAV waypoints
16. Can these (ref q15) be used as turning points off-airways
Yes
17. Is this the entry correct for an airways flight, and why?
F060......DCT THRED DCT ORTAC DCT ALD
No. At FL60 you are in the airway between THRED and ORTAC, hence the correct entry is
F060...DCT THRED Q41 ORTAC DCT ALD
18. Is F050....DCT NEDUL DCT SAM correct, and why?
Yes, this is an instrument training route inside the Solent CTA: see the EGHH AIP extract in (Bi),
i iis b
it
below
l
the
h Q41 airway,
i
whose
h
b
base iis 6000 north
h off KUMIL
KUMIL, iinside
id the
h S
Solent
l
CTA
19. Is F070...DCT NEDUL Q41 SAM correct and why?
Yes, FL70 is the lowest northbound level available in the airway, so the airway designator is used
20. Is EXMOR/N0150F070 N864 BHD011030 correct and why?
No, because BHD011030 is not a waypoint on the N864 airway.
21. Is
s EXMOR/N0150F070
O / 0 50 0 0 DCT
C BHD011030
0 030 co
correct
ect a
and
d why?
y
Yes,, this is one way

y of defining
g a route segment
g
to an off-airway
y waypoint
yp
22. What is an alternative method of defining a route from

EXMOR to Exeter?
EXMOR/N0150F070 N864 TINAN (with the intention of requesting departure from controlled
airspace in the descent direct to Exeter, prior to TINAN)
23. You wish to route Bournemouth THRED SAM at FL50

followed by radar-vectored approaches at Bournemouth.
What would you put in the route section?
F050.....DCT THRED DCT SAM DCT, you do not put DCT BIA at the end because this would
imply homing to the BIA NDB, instead you want a direct routing from SAM to EGHH using normal
i t
instrument
t approach
h procedures
d
24. You wish to do the same route as above, but joining the hold
at Bournemouth. What is the route entry?
F050.....DCT THRED DCT SAM DCT BIA

- ending with DCT BIA because, in this case, you
do want to home to the BIA to take up the hold
25. You wish to fly the same route as q23, but at FL70, what do
you put in the route section?
F070.....DCT THRED Q41 SAM DCT
26. In q25, where do you show the level you wish to join the
airway at THRED?
The entry in the Level box in Item 15 is the first requested level in the case of a direct airways
join, this will also be the airways joining level
119
Flight Plan training test questions (Bi)
Base of Q41 is 6000 north of THRED
120
Flight Plan training test questions (C)
Question
15 27. Is F045...DCT THRED/N0150F060 Q41 ORTAC correct?
Answer
No, there are no quandrantal levels in airways or other controlled airspace. The Level in FPL Item
15 should be the airways joining level in the case of a direct join from Bournemouth
28. Where do you find airways levels to use?
In the Enroute AIP section 3 (EG-ENR 3), see page (Ci)

Avoid using an Enroute chart for this initial planning
29. What is the minimum FL to use on Q41 from THRED to SAM,

and which frequency will be controlling?
FL70, and London Control 132.30 MHz

See page (Ci) overleaf
30. You wish to route from Bournemouth to NEDUL then at FL50

to hold at the EAS NDB, followed by an NDB approach at
Southampton and then a radar vectored approach at
Bournemouth. What do you put in the route section?
F050....DCT NEDUL DCT EAS DCT (with EGHH as Departure and Destination)
You enter EAS rather than SAM, since it is an NDB hold using the EAS beacon, not a VOR hold
Your route after EAS ends with DCT, therefore it is direct to the filed destination (Bournemouth)
and not to the BIA hold or procedure. You do not enter the Southampton approach details in the
route, but as a REQ in Item 18 of the FPL
31 How do you show changes of speeds and levels in the Route

31.
section?
You use the format of Waypoint

Waypoint /
/ followed by an 9 character alphanumeric group in the form
NnnnnFnnn (N for Knots, F for Flight level), eg FL70, 160 knots = EXMOR/N0150F070
You always enter the complete 9 character group, even if only one of level or speed is changing
32. Is the speed in the level & speed change group in q31 in
terms of IAS or TAS
TAS, all FPL speed references are TAS

We use N for Knots (always as a 4 digit group with a leading zero), jets use M for Mach (and a 3
digit group). Sometimes K for kilometres per hour may be used.
33. You are flying Bournemouth to Yeovil (EGHG) for a

procedure, then routing to SAM via SAM283035 for a radar
vectored approach at Bournemouth. What would you put in
the route section?
F045....DCT YVL/N0160F050 DCT SAM283035/N0160F055 DCT SAM/N0160F050 DCT

Strictly speaking, you are joining controlled airspace 8nm from SAM on the 283 radial, so this
should be included as a point in the route, with the F050 level, but the computer will accept the
abbreviated version. You are responsible for descending from the correct quadrantal eastbound
from SAM283035 (FL55) to the correct level for joining controlled airspace eastbound (FL50)
34. For the previous example (q33), where do you show the first
flight level out of Bournemouth?
In the Level box in Item 15, before the route text box
35. What is the lowest normal level from THRED to ORTAC on

Q41? Where would you show this on the flight plan?
FL60
In the Level box in Item 15, before the route text box
36 What is the Ro
te section entry
entr for Bo
rnemo th to THRED
36.
Route
Bournemouth
to ORTAC then Alderney and return using airways.
F060 DCT THRED Q41 ORTAC DCT ALD/N0150F050 DCT ORTAC Q41 THRED DCT
F060....DCT
You dont need a transit altitude from Ortac to Alderney, it will be allocated by ATC, so the
Speed/Level group following ALD is to indicate that FL50 is your level for the rejoin of Q41
121
Flight Plan
questions (Ci)
2. Identify start and end
points of airway
1. Find airway from
alphabetical list in AIP
Section ENR-3-1-1
4. Identify lowest
cruising level available
for the required
direction of flight
3. Identify vertical bounds
of airway and type of
controlled airspace
(note ENR 3.1 is Lower
ATS routes,, ENR 3.2 has
upper airways)
5. Note controlling ATS
frequencies
122
Flight Plan training test questions (D)
Question
15 37. You are routing SAM NORRI MALBY to the NDB at Filton for a
landing. What Route would you file using the lowest available
airways levels?
Answer
F070....DCT SAM Q41 NORRI/N0150F100 L9 MALBY DCT OF
The minimum available level on L9 westbound is FL100 on the NORRI to KENET segment
38. What would you file in order to route SAM283035 EXMOR to

join the hold at Cardiff followed by an approach and landing?
F065.....DCT SAM283035 DCT EXMOR/N0150F060 DCT CDF

The reason for the EXMOR group is that you are joining N864 at EXMOR and immediately
exiting it, however, since your track after join is northbound, you need to specify a level at
EXMOR that complies with the North/Evens rule for N864
39. You are routing overhead Yeovil (EGHG) to join the airway at
EXMOR then to hold at the EX NDB, then to land at Exeter after
an approach. Which airway is it? What level do you need for
the airway, and where do you show it on the flight plan?
N864
FL70 (since Southbound is Odd Levels on N864)
In the route section with a speed/level group: EXMOR/N0150F070
40. What do y
you enter in the Route section for the whole route in
q39 above?
F065....DCT SAM283035 DCT EXMOR/N0150F070 N864 TINAN DCT EX
41. After landing at Exeter, what Route do you file to perform a

radar vectored approach at Exeter then route to EXMOR on the
airway then to SAM283035 and to Bournemouth for a radar
y jjoins could y
vectored ILS? What different airways
you file?
F080....N864 EXMOR/N0150F055 DCT SAM283035 DCT

If the airfield is directly under the airway, you may join direct by climbing enroute and joining
from below, indicated by starting the Route list with the airway designator
Note that for normal airways flight, the Brussels IFPS computer will not accept an airways
designator without an entry point
point. The entry point must allow for a climb to the minimum joining
level so TINAN would be rejected as too close to Exeter, but BHD or EXMOR would be ok.
42. You wish to route direct to the EX from Bournemouth at FL60,

hold, do an NDB approach, and then join N864 north to
EXMOR routing back to SAM283035 and then Bournemouth for
a radar vectored ILS.
ILS How could you join the airway
airway, and how
would you indicate this on the FPL route?
F060.....DCT EX DCT TINAN/N0150F080 N864 EXMOR/N0150F055 DCT SAM283035 DCT

Note that if filed with IFPS, the computer will reject the EX DCT TINAN segment as per q41
43. You wish to depart Bournemouth, join N864 at EXMOR and

route north to a point 20nm from BCN before going direct to
the BRI NDB at Bristol. What Route segments would you use?
F065....DCT SAM283035 DCT EXMOR/N0150F060 BCN191020 DCT BRI
44. You are routing N864 southbound from MULIT at FL70 to

Exeter, but you know that you need to be a 3500 at the EX.
Can you descend in the airway, or must you turn out of it first?
Since you are below the lowest northbound level (F080), you can request descent at any point,
since this will take you out of the airway, without turning away first. In the descent, you will be
handed over to Exeter Approach as you exit controlled airspace.
123
Flight Plan training test questions (E)
Question
Answer
15 45. From EXMOR at FL60, you wish to route via CDF and then to
BRI at 3000 and 130kts to enter the hold. What is the Route?
EXMOR/N0150F060 DCT CDF/N0130A030 DCT BRI
46. Is it mandatory to specify the altitude from CDF in q45?
No, ATC will allocate a level or altitude based on traffic
47. You are returning to Bournemouth from the Channel Islands

on Q41 for a radar vectored ILS. Do you need to specify a
transit altitude from THRED on the FPL route?
No. You will be given descent by ATC, you only need to specify the airways joining level at
ORTAC.
48. If, instead (re: q47), you wished to join the hold at the BIA, do
you need to show an altitude for the THRED-BIA segment?
No, ATC will give you an altitude for the hold
49. You are routing to Cardiff for an approach and landing,

intending
put in the
g to return to Bournemouth. What do you
y p
destination box (Item 16) in the FPL?
EGFF
50. You are routing to Cardiff for an approach, then landing at

Bournemouth. What do you put as the destination?
EGHH
51. What is the significance of nominating airfields as Alternates

in Item 16 of the FPL?
The FPL will be addressed to them automatically. If you have potential diversions not listed as
Item 16 Alternates
Alternates, they should be addressed individually at the top of the FPL
52. In Item 18, how do you indicate your training requirements?
RMK/REQ followed by the codes: H hold, R radar vectored or P procedural + I ILS or F nonprecision facility (ie. NDB or VOR) plus the 4 letter airfield code and the ETA at the hold or IAF.
For example, to request a 2 Holds, a Radar Vectored ILS and an NDB Procedure at
Bournemouth, estimating joining the hold at the BIA at 1435, it would be:
RMK/REQ 2H RI PF EGHH 1435
See the FPL example at the beginning of this section.
53. You have an early morning flight, and wish to submit the FPL
the afternoon before. How do you indicate the flight is for the
following day?
You must enter the date of flight in Item 18 in the format DOF/yymmdd
eg. 23 March 2009 is DOF/090323
16
18
124
RTF training test questions (F)
Question
Answer
54. What is the format for a full position report?
Time last point current level (and cleared level if any) time next point
Eg: Callsign, NEDUL 40, FL50, SAM at 51 . Note, the hour is dropped when reporting a time
within
ithi th
the nextt 60 mins
i
55. What is the abbreviated report and when do you use it?
Callsign, current flight level or current flight level and cleared level.
On handover to an airways control frequency.
56. How do you check in with London Control when told to

contact them on joining an airway?
Callsign, current flight level, eg. London Control, Exam01, Flight Level 50
57. Do you need to give a full position report on an airway?
No. Full position reports date from the era of procedural control in airways. Frequencies today are
too congested, and the abbreviated report is used.
58. What information do you need to give in order to request an

airways join at EXMOR for N864?
What where when level

eg. Exam 01, request clearance to join N864 northbound at EXMOR, time 41, Flight Level 60
59. You are in the hold at Bournemouth, and ready for the ILS 26
procedure. What do you say? What about for the ILS08 proc?
When you have crossed the beacon, turned and begun timing for the outbound leg, call Exam
01, westbound, ready for the procedural ILS runway 26; or westbound, ready for the procedural
ILS runway 08 next time over the beacon
60. Is the call in q59 standard at all airfields?
Not always. It is best to spell out exactly where you are and the specific procedure and runway
you wish to use.
61. What do you say on the beacon outbound call?
Exam 01, outbound for the procedural ILS runway 26 to land....or....go around for further
procedure...or...go around into the visual circuit. This helps the Approach controller co-ordinate
you with other traffic and with the Tower.
62. What is the RTF call when rolling out on the Localiser?
Exam01, Localiser established
63 Within what limits can you call Localiser established?

63.
Within half-scale
half scale deflection on the HSI or CDI
64. What is the RTF call when rolling out on the inbound track of
an NDB procedure?
Exam01, base turn complete
65. What 3 things do you include in your call when handed over
by Approach to the Tower on an instrument procedure?
Distance type of approach intention. The Tower frequency is busy and you do not need to say
any
y more.
eg. Exam01, 4d, ILS, to land
125
End of Document
126
http://www.bcft.org.uk
p
g
BCFT is one the longest established flight training organisations on the South coast. It has a proven record in
industry for producing pilots of the highest quality.
The Company conducts a comprehensive portfolio of approved courses; the Private Pilots Licence, all elements of
Commercial Pilot training including ATPL Theoretical Knowledge courses,
courses Multi Engine,
Engine Instrument and Flight
Instructor Ratings as well as Multi Crew Co-operation Courses (MCC) and Jet Orientation Courses (JOC).
127

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JAA Instrument Rating

This version by Vasa Babic and Lance Plews; based on the

Introductory ground briefings

Phase 5: VOR, DME and basic procedures

Preparation for flight

1. Pre-flight Planning: Route and Weather

To carry out the necessary Pre-Flight and

Acquire overall awareness of flight

Its essential that thorough preparation is

UK Single-Pilot Public Transport

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

See table in AIP AD 1.1.2 para

BCFT Ops Manual (BE76)

The System Minima published in the AIP

The Approach Ban :

operating in accordance with Performance Class B or C

As published on the Approach Chart, may be specific to the

However, for single pilot operations a minimum RVR of

Preparation for flight

2. Pre-flight Planning: Performance and Documents

Preparation for flight

3. Pre-flight Checks and Briefings

IFR Avionics checks

Com Radio Checks

if only Radio navigation is to be used

if GPS is to be used for IFR navigation:

Check self-test concludes satis

Nav Radio Checks

Enter flight plan

Select GPS or VLOC as required

Utility sub-page: check RAIM prediction if

Select NAV map subpage and range

To understand the workings of the aircrafts

ASI Airspeed Indicator

The International Standard Atmosphere;

VSI Vertical Speed Indicator

Understanding how the instruments work

To understand the workings of the aircrafts

Vacuum vs. Electric gyros, failure modes

Understanding how the instruments work

Typically electrical (may be air driven)

Air driven, by a mechanical suction pump. Rotor is kept

Rotor maintains its position in space by a pendulous

To understand the key physiological factors

Avoiding and recovering from

Understanding why the instrument scan

Humans maintain balance using 3 senses:

eyes provide a sense of orientation based

nerves in the skin, muscles, and joints,

Introductory ground briefings

IF basics and the full panel

Phase 2: Full panel IF (continued)

Phase 5: VOR, DME and basic procedures

Refresher: Multiengine Piston aircraft

Engine Start Engine Start

Power ChecksPower Checks

Systems Service limitations

- release back pressure

Refresher: Operation of Gear and Flap

To understand the technique for making

Observing limitations and checking

Vlo and Vfe limits have no positive

- check the ASI is below the appropriate limiting speed