instrumental flight manual

7/28/2019 Instrumental Flight Manual

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1. CHANGES OF CRUISE / STRAIGHT AND LEVEL FLIGHT

For instrumental flights, three types of cruise are establisheddepending on the A/C and /or simulator:

C-172 F33A C310 F-101G

Low cruise: 80Kts 100 Kts 120 Kts 100 Kts

Normal cruise: 90Kts 120 Kts 140 Kts 120 Kts

High cruise: 100 Kts 140 Kts 160 Kts 140 Kts

2. TURNS

Do the turn always maintaining the altitude and the airspeed

The bank angle during standard turns (3 per second) shall bebetween 15-25 depending on airspeed we shall apply thefollowing formula

= TAS/10 + 7

The bank angle during S turns shall be 20.

Anticipate finishing the turn with a number of degrees equal to1/3 of the bank angle set.

The maximum bank angle for instrumental flights: 30

3. COMPASS TURNS:

When turning towards E/W roll out when compass at desiredHDG

When turning towards N/S roll out 30 before/after desired HDG

Turns performed using the compass a reference.


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4. CLIMBS AND DESCENDS

1000 ft. climb and descent maintaining airspeed. This

maneuver must be performed maintaining a particular headingand in a continuous turn (20 of bank). When turning you mustfinish the maneuver with wings level

The rate of descent and climb must be 500 ft/min and theairspeed normal cruise.

The anticipation to level off will be 10% of the rate ofclimb/descent.

5. COORDINATION MANEUVERS

Maneuver of instrumental flight based on climbs and descentswith constant airspeed.Four types of "S" with turns are established: So - S2 - S3 - S4o So Straight (No Turn).o

S1 Change turns DOWNWARDS, (at the bottom).o S2Change turn UPWARDS.(at the top)o S3Change turn UPWARDS and DOWNWARDS, (change

alternately at the top and at the bottom)o S4Maintain initial turn during the entire maneuver.

So- STRAIGHT. "S"

This maneuver can be performed while climbing and/ordescending.

The following explanation is valid for descent.

Adjust airspeed to normal cruise.

Maintain initial heading during the entire maneuver Reduce power in order to descend 400 ft., while maintaining

airspeed, initial heading and 500 ft /min rate of descent.


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Apply the necessary power sufficiently in advance (30-40 ft10% of the rate of climbs/descend) and at the same time

change the position of the aircraft's nose in order to climbthe aforementioned 400 ft, maintain airspeed and headingduring the transition.

Once the climb is established: maintain normal cruise and arate of climb of 500 ft/min.

Reduce power again, sufficiently in advance to initiatedescending 300 ft. again while maintaining the parameters as

mentioned before. Apply power sufficiently in advance and at the same time raise

the aircraft's nose in order to climb 300 ft.

Carry out the same technique in order to descend and climb200 ft.

At the end of the maneuver, carry out the CRUISE/LEVEL-OFF procedure, while maintaining airspeed and heading.

NOTE:Taking into account the torque during climbs and descents, itshall be necessary to apply sufficient rudder correction(pedals). This means the right foot for climbs and the left footfor descents in order to maintain heading during the entiremaneuver.

S1 - DESCENDING TO THE LEFT

This maneuver can be performed while climbing and ordescending and turning to the right/left

Adjust airspeed to normal cruise. Reduce throttlesufficiently in order to make the aircraft descend 400 ft.,maintaining airspeed and at the same time turning theaircraft 20" to the left.


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Once the descent is established, maintain normal cruise anda rate of descent of 500 ft./min. on the vertical speed

indicator. Apply enough power sufficiently in advance, so that the

aircraft climbs the aforementioned 400 ft, maintainingairspeed and at the same time changing the turn to the right.During the climb, maintain:o The aforementioned airspeed.o Bank angle and vertical speed indicator.

o Reduce throttle again sufficiently in advance in order tomake the aircraft descend 300 ft., maintaining the sameparameters as in the aforementioned leg, withoutchanging the turn.

Apply enough power again, sufficiently in advance to makethe aircraft climb the aforementioned 300 ft., maintaining thesame parameters and at the same time, changing the turn to

the left. Repeat the maneuver, descending and climbing 200 ft. and

changing the turn downwards.

At the end, carry out the CRUISE/LEVEL-OFF procedure,while maintaining airspeed and initial altitude.

S2- DESCENDING TO THE RIGHT


Adjust airspeed to normal cruise. Reduce throttle sufficientlyin order to make the aircraft descend 400 ft., maintainingairspeed and at the same time turning the aircraft 20 to theright.

Once the descent is established, maintain 120 Kts and a rateof descent of 500 ft./min. on the vertical speed indicator.


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Apply enough power, sufficiently in advance to make theaircraft climb the aforementioned 400 ft., maintaining the same

parameters and without changing the turn. Reduce throttle again sufficiently in advance to make the

aircraft descend 300 ft., maintaining the sameparameters and changing the turn to the left.

Repeat the same technique in order to make theaircraft climb the aforementioned 300 ft., maintainingthe same parameters.

Repeat descending and climbing 200 ft. After the final leg, carry out the CRUISE/LEVEL-OFF

procedure, while maintaining airspeed andinitial altitude.

S3 - CLIMBING TO THE LEFT



Apply sufficient power to make the aircraft climb 400 ft.,maintain airspeed and at the same time carry out a 20 bank

turn to the left. Once the climb has been established,maintain normal cruise and a rate of climb of 500 ft./min. onthe vertical speed indicator.

Reduce throttle enough, sufficiently in advance to make theaircraft descend 400 ft., maintaining the same parameters andat the same time changing the turn to the right.

Apply enough power, sufficiently in advance to make the

aircraft climb 300 ft., maintaining the same parameters andchanging the turn to the left.

Repeat the 300 ft. descent, changing the turn and maintainingthe parameters.


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Repeat the same technique in order to climb and descend 200ft.

At the end of the maneuver, maintain airspeed and initialaltitude.

S4 - CLIMBING TO THE RIGHT

This maneuver can be performed while climbing and or

descending and turning to the right/left Adjust airspeed to normal cruise.

Apply sufficient power to make the aircraft climb 400 ft.,maintain airspeed and at the same time carry out a 20 bankturn to the right. Once the climb has been established,maintain normal cruise and a rate of climb of 500 ft./min. onthe vertical speed indicator.

Reduce throttle enough, sufficiently in advance to make theaircraft descend the aforementioned 400 ft., maintaining theaforementioned parameters without changing the turn.

Repeat the same technique in order to climb and descend 300ft. without changing the turn.

Repeat the same technique in order to climb and descend 200 ft.without changing the turn.

At the end of the maneuver maintain airspeed and initial altitude.NOTES:

Initial heading in S1 y S3 will be approximately the same (30)than the final heading.All the S's with turns shall be carried out with a bank angle of 20and airspeed of normal cruise.The beginning of each maneuver shall be carried either to the

right or to the left and either climbing or descending.Before initiating the S's the pilot shall indicated which type of "Swith turn" he is going to carry out: climbing or descending andeither to the right or to the left (e.g.: "S2 descending to the left").


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Also remind the student before starting the maneuver to set allindications on the instruments to the desired position.

Remember to anticipate the changes from climb to descend orvice versa with a 10% of the rate of climb/descend. (500ft/min->50ft; before reaching the desired altitude).

6. TIMED TURNS

Airspeed to the corresponding normal cruise.

Set the proper bank angle according with the airspeed to maintaina standard rate of turn (3 per second)

Maintain normal cruise and the altitude during the turn

Carry out the turn while maintaining the initial delay of 7/8which shall coincide every 15 seconds with 45 of turn (approx).

This maneuver has 360 amplitude and 2 minutes duration

At the end of the maneuver maintain cruise and level flight at

normal cruise

NOTES:

In the event of a delayed turn, when reading the timer (every15 seconds) the pilot observes that the heading has delayed

more than 7-8, the bank angle shall be increasedsufficiently in order to obtain at the next timer reading a =30max the heading is put forward until the ideal position (7-8retard). If this ideal position has not been achieved yet,maintain the new bank angle until it is obtained andthereafter, recover to the initial bank angle

In the event of an advanced turn, when reading the timer

(every 15 seconds) the pilot observes that the heading hasdelayed less than 7-8", the bank turn shall be decreasedsufficiently, so that the heading is retarded to the idealposition (7-8 retard). Bank angle 10 min.


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If this ideal position has not been achieved yet, maintain thenew bank angle until it is achieved and thereafter, recover to

the initial bank angle. Timed turns will be caned out in high, medium or low cruise.

During the entire maneuver, the initial altitude and airspeedshall be maintained.

In aircraft where it is installed, the initial heading shall bemarked with the "heading bug" (heading indicator), and shallbe monitored during the entire timed turn.

7. STRAIGHT TIMED CLIMBS AND DESCENTS


Set power reference for descending or for climbing

Maintain normal cruise and 500 ft/min

Carry out 2 minutes climbs and descents of 1000 ft climbsand descent.

In this maneuver you must recover the initial retard, the lostor gain of altitude must coincide with the time (125 ft. every 15seconds)

When you finish the maneuver carry out level off proceduremaintaining normal cruise, the anticipation will be 10% of the

rate of descent.

NOTES:

In the event of a delayed descent, the vertical speed indicatorrate shall be increased and the throttle shall be adjustedsufficiently to make sure that the corresponding altitude will be

reached at the next timer reading.In the event of the descent being too advanced, the verticalspeed indicator rate shall be decreased and the throttle shallbe sufficiently adjusted to make sure that the corresponding


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altitude will be reached at the next timer reading.Timed climbs and descents shall have a range of 1,000 ft. and

duration of two minutes.During these maneuvers, the initial retarding shall berecovered while making the variation of altitude (125 ft.)coincides every 15 seconds.During timed climbs, the airspeed shall be sacrificed for thevertical speed indicator rate, if necessary. Therefore, thepropeller should be adjusted to FULL FORWARD (2,700 RPM

on F33A) before initiating the maneuver.The initial heading shall be maintained during the entiremaneuver.In aircraft where it is install led, the initial heading shall beindicated with the "heading bug".

8. SPIRALS

The spiral is a timed maneuver which is formed by acombination of a timed turn and a timed climb or descent.

This maneuver shall be initiated with a quadratic heading(90, 180, 270 and 360) and at an altitude in round 1,000or 500 ft. (6,000, 5,500, 5,000 etc.).

Spirals can be carried out either climbing or descending andeither turning to the right or to the left.

Airspeed normal cruise.

Switch the timer ON. Initiate a descent or a climb, adjusting sufficient power in order

to maintain airspeed and a vertical speed indicator rate of 500ft./min. At the same time carry out a standard turn (3 persecond) with the corresponding bank turn.

Check every 15 seconds whether the initial heading passesevery heading mark (the notches situated on the exterior ofthe rose of the heading indicator), with an approximate retardof 7-8 and the altimeter indicates a difference of 125, 250,375, etc. ft.

After the first minute has passed on the timer: the initial


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NAVIGATION Pag:10 de28

heading shall coincide with the original heading plus 180minus the aforementioned retard of 7-8.

After the second minute has passed the timer: the initialheading should be in a position of 7-8 retard and thealtimeter should indicate a difference of 1,000 ft. with the initialaltitude.

NOTES:

Spirals shall have a range of 1,000 ft. and duration of 2 minutes.During climbing spirals, the airspeed shall be sacrificed for thevertical speed indicator rate, if necessary. Therefore, thepropeller shall be adjusted to FORWARD position (2,700 RPMon F33A) before initiating the maneuver.In aircraft where it is installed, the initial heading shall beindicated with the "heading bug".

When flying below 5000 ft do not use more then 1500ft/min onthe VSI (for descending).

8. FIGURE "B"The figure "B" consists of a series of straight timed legs, timedturns and maneuvers combined amongst them.It shall be performed as follows:

Adjust airspeed to NORMAL CRUISE (120 Kts) Initiate the maneuver with a quadratic heading.(ie;360).

Switch the timer ON.

Maintain on the first straight leg: NORMAL CRUISE,ALTITUDE and HEADING.

After the first minute has passed, carry out a timed turn of 45to the left.(315)

In the next straight leg, maintain HEADING, NORMALCRUISE and ALTITUDE.

After one minute from the beginning of this leg, carry out atimed turn to the right of 180 in amplitude (135), while


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maintaining ALTITUDE and reducing airspeed to LOWCRUISE (100kts). Duration of the turn: 1 minute

Maintain during 30 sec, LOW CRUISE, ALTITUDE andHEADING. After those 30 sec canny out a timed turned of 45to the right.(180)

In the next straight leg, maintain during 2 min LOW CRUISE,ALTITUDE and HEADING, after 2 minutes from the beginningof this leg, carry out a timed turn of 45 to the right (225),while maintaining LOW CRUISE and ALTITUDE.

In the next straight leg, maintain during 45 sec LOW CRUISE,ALTITUDE and HEADING, after 45 seconds from thebeginning of this leg, carry out a timed turn of 225 to the left(360), while increasing airspeed to HIGH CRUISE (140Kts)and maintaining ALTITUDE.

In the next straight leg, maintain initial HEADING (360),HIGH CRUISE and ALTITUDE. After two minutes from the

beginning of this leg, carry out a timed turn of 180 to theright (180), while reducing airspeed to NORMAL CRUISEand maintaining ALTITUDE.

In the next straight leg, maintaining NORMAL CRUISE,HEADING (180) and ALTITUDE, carry out the APPROACHPROCEDURE, 10 seconds before the two minutes arecompleted, set flaps to TAKE-OFF position (10). After the

aforementioned time has passed, carry out a 180 and fivehundred feet descending spiral to the right maintaining a 500ft/minute rate of descend and NORMAL CRUISE.

In the next straight leg, maintain ALTITUDE and HEADINGwhile reducing airspeed to LOW CRUISE, five secondsbefore the minute is completed set the LANDING GEARDOWN, and when the minute is completed carry out a five

hundred feet descend maintaining 500 ft/minute rate ofdescend.

Completed the LANDING CHECKLIST before reachingminimums.


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Maintain minimums during 30 sec and then carry out the goaround procedure to the initial altitude (1000 ft), during this

procedure maintaining 100 kts and HEADING.


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10. TRACKINGMost of IFR flights are done within a route (Airway) designed

between two Radio navigation AIDS (or station) for this reasonthe A/C must follow (Track) certain routes but here comes theproblem as you can follow then INBOUND (Arriving) orOUTBOUND (Departing) the station.Generally speaking tracking is following a certain ROUTE /COURSE inbound or outbound to/from a station in the case weare dealing with OBI, as well as HSI we should keep the CDI

centered in desired course, when dealing with RMI we shouldkeep the needle pointing to the desired route.For practical purposes we are going to call the tip of the needle,COURSE and the tail of theneedle, RADIAL.

HSI OBI RMI


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11. INTERCEPTIONSWe are going to distinguish between to main types of interceptions,

INBOUND and OUTBOUND

INBOUNDWhen proceeding inbound to a station, ATC may require you toarrive via a different route, which means that you have to interceptand proceed on a new inbound course.

Before continuing any further we should explain that when

arriving to a station the radial and the course are opposite. (Theydo not coincide)

In arrivals we will always using inbound course.

The max intercepting angle will be 90.

For arrivals the following rule shall be applied.

DC 30 Meaning:D: Desired course.C: Current course.

We can determine 4 types of arrivals depending on the angles

between D and C.

1. When the angle between D and C (x) is lower or equal than 15;(X


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3. When the angle between D and C (x) is higher than 60 or islower than 90 (60 < X < 90; you must apply Z.

DC Z NOTES:Up to a max a of 90" which means Z will be an amount of 10or 20 never to exceed 90 between D -> Z

4. When the angle between D and C (x) is equal to or higher

than 90, (X t 90), it is considered an OFFSET ARRIVALS wewill follow the next procedure.

a. Set HDG of desired radialb. Wait for "abeam" the station.c. Count 1 minute.d. Turn 90 towards the station.e. Turn 90 again to the same side you did before to intercept

inbound.f. Wait until intercepting the desired course.

OUTBOUNDWhen departing a station RADIAL AND COURSE is the samething.

The angle of interception will be 45 in all cases.

We shall apply the following rule:

CD 45 Meaning:C: Current course.

D: Desired course.


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We can determine 3 types of departures depending on theangles between C and D.

1. When the angle between C and D (x) is lower or equal than15(X


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12. HOLDING PROCEDURES

A holding procedure is a procedure used to lose time or losealtitude. There are two types of holding procedures: Standard(all turns to the right) and Non Standard (all turns to the left).Also the timing varies with the altitude: for Holding Patternsabove 14,000 feet the legs will be of 1.5 minutes, and at orbelow 14,000 feet the legs will be of 1 minute.

A holding procedure can be defined over a VOR, an NDB, aVOR/DME, an interception of two radials, or even on a radialand a distance.

STANDARD NON STANDARD


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There are three ways to enter in a Holding Pattern depending whereyou are coming from:

- Sector 1 Procedure (false). PARALLEL.- Sector 2 Procedure (teardrop). OFFSET.- Sector 3 Procedure (direct). DIRECT.

Sector 1 Entry in the Holding Pattern. FALSE

We will proceed to the station (ref), after passing we willproceed on the departing heading and when the time comesturn inside the Holding Pattern (if all the turns are to be doneto the right then it will be to the left, and so on).After the turn we will try to interception the inbound courseand if within 30 seconds we cannot make interception wewill proceed straight in to the station (once over the station

we will fly a normal Holding Pattern).


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Sector 2 Entry In the Holding Pattern. TEARDROPWe will proceed to the station (ref), after passing we will

turn 30 away with the inbound heading towards the insideof the Holding Pattern. We will maintain that course/radialfor one minute.When the time comes, we will turn (if all the turns are to bedone to the right then it will be to the left, and so on) tointercept the inbound course and if within 30 seconds wecannot make it we will proceed straight in to the station

(once over the station we will fly a normal Holding Pattern).

Sector 3 Entry In the Holding Pattern. DIRECTWe will proceed to the station (ref.) after passing we will turnto outbound heading (+/- wind drift correction) and proceedfor a certain time (one minute +/- time corrections). Afterthat we will turn to intercept the inbound course andproceed.


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NOTE:A five degree margin at both sides of the sector is permitted in such

a way that if the heading to enter the holding procedure is withinthis area you can choose the kind of entrance you want to make (ifyou have to choose the order will be first Teardrop, then Direct andthe last option, False).

Timing in the Holding Pattern.

Adjust the outbound leg in such a way that the inbound legtakes one minute to reach the station.The general rule will be:

As a general rule, the outbound leg shall be adjustedby adding double what is remaining or by subtractinghalf of what is over, above the standard inbound

minute

When entering the Holding Pattern:If the angle between our desired heading and our currentheading is less than 30, we will start taking times when passingover the station.If the angle between our desired heading and our current

heading is more than 30, we will start taking times whenfinishing our desired heading and with the wings leveled.


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Wind drifts corrections in the Holding Pattern.

The general rule will be:"Correct three times the DC used in inboundwhen flying outbound."

Sometime the triple of the DC may be too much for a certainwind.

NOTE ABOUT HOLDING PATTERN.

1.Two minutes before reaching the station, adjust the aircraft toHolding Speed.2.All turns are to be made at a bank angle of 25 degrees or a

rate of 3 degrees per second. which ever requires the lesserbank (Doc 8168.PANS-OPS, Volume 1)

3.When inbound we should start counting time established

inbound and over the desired course (wings leveled).4.In the event we have finished the turn to inbound inside of the

Holding Pattern. We shall start counting times once we areestablished with an interception angle to inbound course.

5.In the event we have finished the turn to inbound outside of theHolding Pattern, we shall start counting times when passingthrough the inbound heading.

6.When outbound we should start counting time crossing the"abeam radial or reaching the desired outbound heading withwings leveled. (Whichever is later)

7.In the event it has gone by 30 seconds and we haven'tintercept the inbound course, we shall proceed to the stationstraight away, (direct to the station)

8.While doing Holding Patterns with an OBI or HSI, and afterpassing the station it is important to set the CDI in theperpendicular radial so as to determine the "abeam" and startcounting times.


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9.When flying at MHA, we shall try to avoid entering in a False(parallel) (as you don't have any ground reference,)

10.When entering in a holding pattern with a FALSE (parallel),when turning inbound it is recommended to bank approximately30.(Only for parallel entry)

11.When entering in a holding pattern via an OFFSET entry, thetarget is to be on the offset radial before 30" after passing thestation.

13. DME ARC Consist of a series of 10 turns towards the same side while

flying the same distance on the DME.

The principle consists of flying perpendicular heading to theradial where you are at the moment DC due to the wind.

To Enter the arc we will apply the following.

0.5% x GS (anticipation in NM)


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i.e.: When flying with GS = 120 Kt

0,5% GS = 0,5% 120= 0,6 NM before reaching thedesired arc we will start turning towards it. If we haveIAS = 100Kt > Remember (2 kt x 1000 ft) -> GS =120 Kt

When flying the DME arc we will try to fly the perpendicularheading from 10 to 10 radials.

In the event the distance is lower than the desired I will

maintain the heading to return to the desired distance. But ifthe distance is higher than the desired one. I will turn toinbound (about 10") and wait to see the effect on the DMEindicator.

In case it will not be enough you should turn 10 more to thesame side and wait.

NOTES:If still is not enough check alignment between 60 and compassand other instruments.

To leave the arc we will apply the following:

0.5% x GS 60/DME DISTANCE (anticipation in radials)

i.e. When flying DME ARC (GS = 120 Kt/10 d)0,5% 120 60/10 = 3,6 4 Radials before reaching the desired

one we should start turning (inbound/outbound) along thedesired radial.


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Other formula could be:

3 X GS/(10 X dist) = 3 X 120/(10 X 10) = 3,6 4 Radials.

14. POINT TO POINT NAVIGATION

The main point consists of drawing an imaginary vectortowards the point, which you desire proceed (from anyposition determined by radial and distance of the samenavaid).

We set both points in any instruments (Radial + Distance)

then we join together those two pints by means of a vectorand turn parallels we get a heading very approximate to theone we should fly to proceed to the 2 point.


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NOTES:Sometimes the DME man read initially less and lessdistance and later on more and more distance. (Condition:Only when a is higher than 90)

15. TIME & DISTANCE TO THE STATIONWith RMI:

1. We place the A/C with P = 85 or 275


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2. We maintain heading until obtaining a P = 90" or 270

3. When reaching this point we start timing until P = 100 or 260

4. When reaching P = 100 or 260 we stop timing and applythe following formula.

T = t (sec) / X (degrees)Meaning:T = Minutes to the stationt = Time in seconds to change indications


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X" = Degrees of change indications.D = TAS (Kts) T (min) / X (degrees) 60

* TAS = Use as much as possible GS instead of TAS.

With OBI:

Center CDI with To indication (Or from)

Maintain a heading that differs 85 or 275 with the desiredcourse set in the OBI.

Center CDI again Start timing when the heading differs 90 with the desired

course set in the OBI.

Set new course in CDI (-10) when station is on the left.(+10) when station is on the right.

When CDI starts moving slop timing when centered.

Then apply the formula.

Time to station = t (sec) /10

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