Instrument Airplane study guide Planning an IFR Flight Preflight Planning Required by FARs §91.103: • Weather reports and forecasts • Known traffic delays as advised by ATC • Runway lengths of intended use • Alternatives if flight cannot be completed as planned • Fuel requirements • Takeoff and landing distance data in the approved aircraft flight manual Planning Steps 1. Check enroute chart 2. review approach plates 3. ETE 4. alternate requirements 5. File with fss 6. Obtain Weather 7. Check for SID and DP’s- Ensure you look for Terrible T’s and A’s and A N/A’s 8. Plan Route - Consider: Take off mins, enroute weather, obstacle clearances, navigational aids 9. Enroute Consideration: - Obstructions clearance, Navigation aids, Freezing levels 10. Approaches - Consider: Weather mins, , is an alternate required (1-2-3 rule), other ways to get into field, check foot notes on approach plates 11. IFR – 1000ft 3 miles visibility IFR Flight Plans: • No person may operate in controlled airspace under IFR unless that person has filed an IFR flight plan AND received an appropriate ATC clearance. • A flight plan should be filed at least 30 min in advance. ATC will generally delete it 2 hours after estimated departure time. • Pick up your IFR clearance 10 minutes before departure. Usually it will stay in the system for 2 hours from the time you pick it up. • If on a VFR/IFR composite flight plan, close the VFR 5 minutes before the IFR portion. • When filing IFR plan, file the plan and then request Wx brief because FSS will now know your intended route. Filing an Alternate Airport: • if 1 hour before and 1 hour after time of intended landing at primary airport the weather is predicted to be below 2000’ ceiling and 3 SM visibility. (1-2-3 rule ,Filing an alternate airport is required). • Or if the primary airport does not have a published instrument approach. You always have to file an alternate airport regardless of the weather • The exception to filing an alternate without an instrument approach is if a descent can be made from the MEA and land at the airport visually (VFR) Alternate requirements • When an alternate is required, check the approach plate to see if the airport can legally be filed as an alternate. Look for (A NA) It needs to have approved weather reporting. • Alternate airport weather requirements at ETA : precision approach must have 600’ AGL ceiling and 2 miles visibility. non-precision approach must have 800’ ceiling and 2 miles visibility if no alternate weather minimums are published. Pre-Flight Considerations and Review • IFR Fuel Requirements: fuel to reach primary airport, shoot an approach, fly to alternate airport, and then 45-min thereafter at normal cruise power. • Use personal minimums such as 1- 1 ½ hours of fuel instead. Fuel Minimums VFR – Destination plus 30 minutes IFR – Destination with approach, plus alternate plus 45 minutes Night VFR – 45 Minutes Documents a nd Currency Required Documents: ARROW • Airworthiness Certificate • Registration • Radio License (International flight only) • Operation Limitations (POH) • Weight and Balance (Aircraft specific) Flight review, Inspections & currency • Biennial Flight Review 24 Calendar Months • Medical Certificate 24 Calendar Months • Transponder 24 Calendar Months • Altimeter/Pitot/Static 1 24 Calendar Months • Annual 12 Calendar Months • ELT 2 12 Calendar Months • 100-Hour 100 hours-If for hire • IFR Currency 3 6 Calendar Months • VFR Currency 4 90 Days (same category and class) • VOR Test 5 30 Days 1. The Transponder/Mode C and the Altimeter/Pitot/Static test are usually performed concurrently and recorded under a single logbook endorsement. 2. ELT • Battery: Replace or recharge after more than 1 hour of continuous use or at ½ the average shelf-life • To test: Tune to 121.5 during the first 5 min of every hour 3. VFR w/passengers • 3 Take-offs and landings for day currency • 3 Take-offs and landings to a full stop for night currency 4. IFR Currency • All VFR requirements • 6 approaches in the past 6 months with holding, intercepting and tracking courses. Simulator or hood is acceptable. • There is a 6-month grace period if approaches are not completed within the previous 6 months; If not completed in next 6 months an instrument proficiency check by at least a CFII is required. 5. VOR Test Note date, place, bearing error, and signature • Over airborne checkpoint: +/- 60 • Over ground checkpoint: +/- 40 • Against two VOR’s: 40 maximum difference. • VOT test signal: +/- 40 -with 1800 TO indication (182)3600 from I’d rather be down here wishing I was up there, than up there wishing I was down here. A great pilot uses his skill to increase his safety margin not to flirt with it. Instruments §91.205 Required Instruments VFR DAY VFR NIGHT IFR G-Gas gauge F-Fuses (spare) G-Generator or alternator O-Oil Temperature gauge L-Landing Light (if for hire) R-Radios (nav and comm) O-Oil Pressure gauge A-Anti-Collision A-Altimeter (sensitive) S-Seat belts P-Position Lights B-Ball E-ELT S-Source of power (Alt) C-Clock (Hrs, min, sec) A-Attitude Indicator A-Altimeter R-Rate of turn indicator D-Directional Gyro C-Compass A-Airspeed indicator T-Tachometer Instrument cockpit check (Before Take-off) Airspeed Reads “0” on ground and is active on T/O Attitude Indicator +/- 50 within 5 minutes, banks no more than 50 in a turn Altimeter Accurate within +/- 75’ of airport elevation Turn Coordinator Level, no “Off” flag, banks in direction of taxi turn Slip/Skid Indicator Ball moves to outside of taxi turns, race is full of fluid, ball rests in center Directional Gyro Precession of no more than 30 in 15 minutes VSI Note VSI indication-Set to 0 if necessary (note: not required) Magnetic Compass Full of fluid, level, and free-turning Engine Gauges Check for normal engine-off indications as well as normal engine-on indications Procedures Review departure procedures, charts, and clearance, ATIS Radios Set radios and identify navaids if possible Checklists Complete all checklist including T/O checklists Compass Errors and timed turns Standard rate turns 360º 2 mi 270º 90 sec 180º 60 sec 90º 30 sec 30º 10 sec 10º 3.333 sec 3º 1sec 1º .333 sec Compass errors compass deviation- caused by metals and electrical accessories in aircraft variation- Difference between true north and magnetic north Magnetic dip- magnetic north is below horizon due to curvature of the earth. Rollout before north after south Magnetic Dip Compass Errors “the old fashioned way” • ANDS - When on an East or West heading, an acceleration of the aircraft shows turn toward North. Deceleration shows a turn towards the South • When on a North heading, turning West initially indicates East turn. And an East Turn initially indicates a West heading • UNOS- Undershoot (rollout Before)Northerly headings, [undershoot 0600/3000 headings-100- undershoot 0300/3300 headings-200 undershoot northerly headings 300]Overshoot Southerly headings. [overshoot 1200/2400 headings-100- overshoot 1500/2100 headings-200 overshoot (Rollout After) southerly headings 300] • When using compass, banking more than 180 will cause compass to drag on the side of the case and give inaccurate readings Attitude Indicator Errors- Vacuum Driven • Accelerate - Indicates a climb • Decelerate - Indicates a descent • 180 Turn to Right - Shows slight left turn and nose up attitude upon rollout • 180 Turn to Left - Shows a slight right turn and nose up attitude upon rollout Airspeed Indicator • Measures difference between ram air and static pressure • If pitot tube freezes, the ASI acts like an altimeter • Good practice to use pitot heat where there is visible moisture (even in the summer, the pitot heat evaporates moisture Altimeter • Always get current altimeter setting before an approach • “Low-to-high, clear the sky”, “High-to-low, look out below.” • There is 1” Hg per 1000’ • Pressure and temperature affect altimeter • Colder than standard temperature will give a reading higher than actual VOR Checks VOT Transmits 360 deg radial 180/TO 4 degrees Ground Check Point 4 degrees Airborne Check 6 degrees Airway Check 6 degrees Dual Nav Check (air/Grd) 4 degrees between Bench Check VOR signal I.D. every 15 seconds DME signal I.D. every 30 seconds VOR Types and Ranges VOR (T) 25nm 1000-12,000 feet VOR (L) 40nm 1000-18,000feet VOR (H) 40nm 1000-14,500 feet 100nm 14,500-18,000 feet 130nm 18,000-45,000 feet 100nm 45,000-60,000 feet Navigational formulas Diameter of a standard rate turn = airspeed x .0106 TC (-L + R) WCA = TH (-E +W) VAR = MH (+-) DEV = CH #of dots off course x DME/30=lateral distance off course Right Triangles Let the right angle be labelled C and the hypotenuse c. Let A and B denote the other two angles, and a and b the sides opposite them, respectively. •1 Pythagorean theorem: a2 + b2 = c2. •2 Sines: sin A = a/c, sin B = b/c. •3 Cosines: cos A = b/c, cos B = a/c. •4 Tangents: tan A = a/b, tan B = b/a. Basic trigonometry review Opposite / Sine angle B =Hypotenuse (1/1 sin =57.2986885) (Opposite/adjacent)x inv tangent= angle B Tangent B= Opposite/ Adjacent Trigonometric Method Time off course/ degrees off course (sine) = Time to station minutes off course x TAS/60min /degrees off course (sine) = Distance to station FAA method: (dist. off /dist. flown x 60)+ (dist off / dist. remaining x 60) = heading correction Time (minutes)off course x 60/ degrees off course= min to station (95 % accuracy) Time (seconds) off course/degrees off course= min to station Minutes to station x TAS /60 = dist to station TAS x min flown (90 deg) /bearing change(deg)= distance Tenths to min/sec table .1 hours/ min = 6 min/sec .2 hours/ min = 12 min/sec .3 hours/ min = 18 min/sec .4 hours/ min = 24 min/sec .5 hours/ min = 30 min/sec .6 hours/ min = 36 min/sec .7 hours/ min = 42 min/sec .8 hours/ min = 48 min/sec .9 hours/ min = 54 min/sec NDB Types and Ranges NDB (LOM) 15 NM NDB (MH) 25 NM NDB (H) 50 NM NDB (HH) 75 NM ADF Automatic Direction Finding MH+RB=MB MB-MH=RB NOTAMS L-Local State or FSS: taxiway etc, closures runway closures D-Distant National: Nav aids out etc. (FDC) Changes in Published Procedures Weather Minimums • Take Off- None required expect if a specific DP exists for part 91. Part 121 and 135 must comply with published take off minimums in the front of the Approach plate book • Two engines or less 1 mile visibility (part 121/135) no ceiling requirement • Three engines or more ½ mile visibility (part 121/135) no ceiling requirement • Part 91 do not have take-off minimums but must comply with non standard departure procedures • If no procedure is specified, standard is climb to 400 feet before beginning a turn. Are you required to file an Alternate (use 1-2-3 rule)? 1. Forcast 1 Hour before thru after 1 hour after ETA 2. 2000 foot ceiling minimum 3. 3 miles visibility 4. or if no IAP at airport What is required of the alternate airport? • Approved to be filed as an alternate (see foot notes on approach plates) • 800/2 for non-precision at ETA • 600/2 for precision approaches at ETA • If no Instrument approach, able to descend from MEA and land under VFR conditions Why are some approaches not authorized for alternates? 1. Has no weather reporting capability 2. Unmanned facility accuracy can not be guaranteed Look for the “A” in the ( for the NA or not authorized for use as an alternate How do we get established on an Approach? • Radar Vectors to Final • Fly to IAP • Fly from a feeder route Circling Approach Distant Mins. • If more than 30 degrees off the runway centerline or landing on another runway A 1.3 miles B 1.5 miles C 1.7 miles D 2.3 miles E 4.5 miles Weather Information HIWAS – Airmet, Sigmet, Convective Sigmet, CWA, UUA, AWW TWEB – Transcribed weather enroute briefing ASOS – Automated surface observation system AWOS - Automated surface observation system ATIS – Automated Terminal Information System FSS – Fight Service station EFAS/Flight Watch – Enroute Flight Advisory Service • Airmet - Of significance to light aircraft, moderate turbulence, icing and winds, IFR 50% of the are, Mt. Obscurment • Sigmet- Of significance to all aircraft, severe turbulence, icing and winds, Visibility below 3 miles, Volcanic ash, duststorms, sandstorms • Convective Sigmet-Severe condition, LLWS, tornadoes, Line of Thunderstorms, embedded thunderstorms, hail better than ¾” and winds better than 50 knots Definitions Minimum Safe Altitude (MSA) Is the safe altitude within 25NM of the airport or navaid and provides 1000’ obstacle clearance in both mountainous and non-mountainous terrain. It is usually located within 30 miles of airport and is for emergency use only. Minimum Vectoring Altitude (MVA) Is the minimum altitude in which ATC can vector an aircraft. This guarantees 1000’ obstacle clearance in non-mountainous, 2000’ in mountainous, and 300’ within airspace. Minimum Enroute Altitude (MEA) Is usually the lowest published altitude between radio fixes that guarantees adequate navigation signal reception and obstruction clearance (2000’ mountainous within 4NM, 1000’ elsewhere) Adequate communication can be expected but not guaranteed. There may be gaps up to 65 miles as indicated by “MEA GAP.” Minimum Obstruction Clearance Altitude (MOCA) guarantees obstacle clearance (2000’ mountainous within 4NM, 1000’ elsewhere), but only guarantees navigation signal coverage for 22 NM from the navigation facility. It is proceeded by a * on NOS charts and a “T” on Jeppesen charts Minimum Crossing Altitude is the lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a higher minimum enroute IFR altitude Minimum Reception Altitude is the lowest altitude at which an intersection can be determined. Off-Route Obstruction Clearance Altitude (OROCA) gives 2000’ obstruction clearance in mountainous areas and 1000’ elsewhere within a latitude and longitude grid area. Non-Precision Approach is a standard instrument approach procedure in which no electronic glide slope is provided; for example NDB, VOR, TACAN, ASR, LDA, or SDF Precision Approach is an IAP in which an electronic glideslope is provided such as a ILS, MLS, or PAR approaches. Procedure Turn (PT) is a maneuver prescribed when it is necessary to reverse direction in order to establish an aircraft on the intermediate approach segment or on the final approach course. A procedure turn begins by over- flying a facility or fix. The maximum speed for a PT is 200 KIAS Final Approach Fix (FAF) is at the glideslope intercept (lighting bolt) on a precision approach. If ATC directs a glideslope intercept altitude which is lower than that published, the actual point of glideslope intercept becomes the FAF. The Maltese cross indicates the FAF on a non-precision approach. Final Approach Point (FAP) applies only to non-precision with no designated FAF such as on-airport VOR or NDB. It is the point at which an aircraft has completed the procedure turn, is established inbound on the final approach course, and may start the final descent. The FAP serves at the FAF and identifies the beginning of the final approach segment. Glideslope is a glide path that provides vertical guidance for an aircraft during approach and landing. Applying the glideslope angle and the ground speed to the rate of descent table gives a recommended vertical speed. Height Above Touchdown (HAT) is the height above the highest point within the first 3000’ of the runway. It is published in conjunction with straight-in approaches and appears next to the MDA or DH of the approach plate. Height Above Airport (HAA) is the height above the highest point on any of the landing surfaces. It is published in conjunction with circling approaches and appears next to the MDA of the approach plate. Threshold Crossing Height (TCH) is the height above the threshold of the runway for a given glideslope. Touchdown Zone Elevation (TDZE) is the highest point within the first 3000’ of runway Field Elevation is the highest point on any of the landing surfaces. It is not the highest point on the field, just the landing surface. Minimum Descent Altitude (MDA) is the altitude on a non-precision approach in which you must go missed or land visually and guarantees 300’ obstacle clearance. Pilot can only go below MDA when within 300 of the runway. Field Elevation + HAA= MDA Decision Height (DH) is the altitude on a precision approach while following a glideslope in which you must go missed or land visually. HAT + TDZE =DH Clearances Clearances (key things **) C-R-A-F-T • **Clearance Limit Destination • **Route A/F or Route, Normally “as filed” • **Altitude Maybe an EFC • Frequency Departure • Transponder Squawk • Void Time if at an Uncontrolled field Clearances: • Void Time Clearance is a specific takeoff time window, usually 10 minutes, issued by ATC when departing into IFR conditions from an uncontrolled field. Notify ATC if not airborne within 30 min • Special VFR allows pilot to operate VFR in Class B, C, D, and E to the surface of the airspace with 1-mile visibility and clear of clouds. SVFR at night requires an instrument-equipped plane and an instrument rated pilot who is current. • Tower Enroute Control (TEC) are short flights less than 2 hours and under 10,000’ MSL that are common in California and the New England area. Basically, departure radar coverage of one airport meets approach radar coverage of another airport • VERY IMPORTANT: If canceling IFR flight plan, be sure you have the VFR weather requirements for that particular airspace. In addition, before canceling IFR while within controlled airspace, you MUST get a VFR clearance into the airspace prior to canceling or you are in violation. Where to Get Clearance • Clearance Delivery • Call FSS for designated area departing direct via phone • Airborne- radio flight service station/ • Cruise Clearance - Can fly between MEA and assigned altitude at Pilot’s discretion but must request lower once altitude attained. • “CRUISE 6000” • “You may climb and descend between your clearance altitude and MEA all you want unless you report leaving an altitude. The key is to not report leaving an altitude! • You are cleared to your destination airport and may shoot ANY of the instrument approaches upon arrival without further clearance. • Cannot get a cruise clearance on the ground. • Review a sectional for terrain and obstacles to avoid CFIT. • VFR on Top - Maintain visual separation but still IFR, and may want to get back down. Must maintain cloud clearances (2000’ hor, 1000’ above, 500 below) • Climb to VFR on Top - Cancel IFR once VFR on Top, your on your own, NOT ALLOWED ABOVE FL 180. • SVFR – Special VFR must be 1 mile clear of clouds, and can only be accepted at night if pilot and aircraft are IFR. Allowed in Class B, C, D, E airspace. • Weather Minimums of LAHSO - 1000 feet, 3 miles visibility Filing and Picking Up Clearances • File at least 30 minutes before you need it • Pick up clearance 10 minutes before take-off • Filed flight plans remain in system for 2 hours from ETD • Void time allows you to depart IMC from an uncontrolled field NOTE:“Clearance on request” means to standby for clearance. (They have to retrieve it) Departure Departure Procedures (DP’s) can be either SIDs – Established for traffic flow, can be avoided by requesting “no sids’ on flight plan. or DP’s – Established for obstacle clearance, must be followed. ATC- Pilot Navigation – Formerly SIDs ATC- Radar Vectors - Formerly SIDs Obstacle Clearance (front or TRPPS) note terrible “T”s ( Standard take off min = 1 mile Vis for 2 eng or less ½ mile Vis for more than 1 eng. Climb rate =Ground speed/60 xfeet/nm=climb rate ENROUTE and ATC Position Reports in Non-Radar Environment: • If ETA to a fix is more than +/- 3 minutes • Inbound from the final approach fix or outer marker • Time and altitude at compulsory reporting points -Solid black triangle • Whenever requested Position Reporting: