TABLE of CONTENTS

GENERAL

1) Table of Contents ................................................................................... 1 to 2

2) Basic Instruments .................................................................................... 3

3) Flight Phases ............................................................................................ 4 to 8

4) General Orientation: QDM / QDR ........................................................... 9 to 13

5) Correction QDM / QDR .......................................................................... 14 to 17

6) Interception Presentation ........................................................................ 18 to 19

7) Interception 45°....................................................................................... 20 to 22

8) Interception 90° - 45° ............................................................................ 23 to 25

9) Review interceptions................................................................................. 26 to 27

10) Holding and Procedure Trurn Generality ................................................ 28 to 32

11) Holding Entry ......................................................................................... 33 to 37

12) Holding Procedure Training ..................................................................... 38 to 42

13) Procedure Turn ....................................................................................... 43 to 47

14) VHF Nav: VOR ........................................................................................ 48 to 53

15) Special Procedure: DME Arc .................................................................... 54

16) Wind: Wind Correction Angle ................................................................ 55 to 58

17) Wind: Holding Patern and Procedure Turn .............................................. 59 to 65

FNPT II 1 — 70
 TABLE of CONTENTS

SID and APPROACHES

18) Precision Approach Profile ...................................................................... 66

19) Non-Precision Approach Profile ............................................................... 67

20) DOLE App. Profiles .................................................................................. 68

21) GRENOBLE App. Profiles ......................................................................... 69

22) BERN App. Profiles .................................................................................. 70

FNPT II 2 — 70
 BASIC T
BASIC INSTRUMENTS

VG: ..............................................................................................................

BA: ..............................................................................................................

IAS: ..............................................................................................................

DG: ..............................................................................................................

FNPT II 3 — 70
 FLIGHT PHASES

IAS

CLIMB

BA

CRUISE

VS

DESCENT

FNPT II 4 — 70
 PRIORITY

CLIMB

CRUISE

DESCENT

FNPT II 5 — 70
 ATTITUDE / POWER BASIC FLIGHT

IAS PHASE - FLIGHT PROFIL PITCH MP RPM ATTITUDE

VR TAKE - OFF UP FULL HIGH

Adjust symetric PWR 10° PWR RPM

CLIMB UP 25 2500
Mixture: FULL RICH 8°

CRUISE LVL or23

max 2300
Turn: BANK 20° - 25° available

CRUISE DESCENT DN 23 2300

ROD: 500’/min 2°

NORMAL DESCENT DN 20 2300

ROD: 800’/min (Max VNE) 2°

STEEP DESCENT DN 17 2300

ROD: 1000’/min 4°

HOLDING LEVEL LVL 20 2300

May be ANU ...1° ...2°

HOLDING DESCENT DN 17 2300

Flaps APP (Gear DN) 2°

FINAL APPROACH DN 15 2300

Flaps APP + Gear DN 2°

LEVEL-OFF during FINAL LVL 20 2300

Adjust PWR + ATTITUDE

GA GO-AROUND UP FULL HIGH

Attitude + PWR 10° PWR RPM

FNPT II 6 — 70
 BASIC FLIGHT

Subject: Cockpit Drill / Check-List / Flight Profile / SOP

‹ Cockpit 4 Familiarize the pilot with the cockpit

4 Geogrphic check of the cockpit and its adventages
4 Simulated manipulation in the cockpit
4 Cockpit organisation; Flight documentation

‹ Check-List 4 Ground Check-List; Start-Up; After starting engines; Taxi

4 Instruments setting COM - NAV
4 T/O Briefing Systematic

‹ Flight Profile 4 Take-Off; Climb; Level-Off; Cruise

4 Descent; Approach configuration; Landing
4 Basic Flight: attitude; power; check-list by heart
4 Basic Flight: normal turn; instruments scan
4 Basic Flight: speed control; configuration changes

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ƒ Insist on 8 Scan VG and PWR setting

8 Turns: HDG bug; bank angle
8 Use of Pitch-Trim during configuration changes
8 In-Flight Check-List; briefing

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SCAN and COORDINATION is the most important thing in SPIC OPS

FNPT II 7 — 70
 HORIZON

ORIENTATION — NAVIGATION — VISUALISATION

The Center of the VG is the station (NDB, VOR)

FNPT II 8 — 70
 HEADING — QDM

HDG 360°

QDM 330°

FNPT II 9 — 70
 QDM ROSE — QDR ROSE

POSITION
HDG 360°
QDR 280°
QDM 100°

OUTBOUND

HDG 350°
QDR 350°

INBOUND

HDG 040°
QDM 040°

POSITION
HDG 180°
QDR 150°
QDM 330°

FNPT II 10 — 70
 GENERAL ORIENTATION

1) Show QDR 045 / 150 / 240 / 330 2) Show QDM 045 / 150 / 240 / 330

3) a) Show ACFT flying HDG 330° 1) a) Show ACFT flying HDG 270°
on QDR 060 on QDM 120

b) Show ACFT flying HDG 180° b) Show ACFT flying HDG 330°
on QDR 360 on QDM 150

FNPT II 11 — 70
 ORIENTATION — QDM / QDR CORRECTIONS

QDM QDM
QDR
045°

QDM
045°

VIEW of POSITION

QDM QDR
090° 090°

QDM QDR

? ?

030° 210°

QDM (Track) / QDR (Radial) = LINE of Position

FNPT II 12 — 70
 ORIENTATION — QDM / QDR

1) QDM 080° / HDG 290°

Draw the needle

RB QDM

1) QDR 190° / HDG 070°

Draw the needle

RB QDR

FNPT II 13 — 70
 ORIENTATION - Correction QDM / QDR - SYSTEMATIC

Correction QDM / QDR

1) Actual QDM / QDR

[POSITION HORIZON]

2) Requested QDM / QDR

[POSITION HORIZON]

3) Diff. of x 2 (max. 30°)

4) Sens du virage

5) HDG - Correction

VALID: AROUND THE STATION (3 min.) AND FOR +/- 15°

FNPT II 14 — 70
 REMEMBER Corrections QDM / QDR are the SAME !!

X 2 . . . max 30°

FLY a LOGIC HEADING

Over-Station = passing & intercept QDR

EXERCICES

REMEMBER:
GO
Time check
Turn
Twist: set HDG-bug
Fly HDG to intercept

Diff
; max 30°!! 2
3

FNPT II 15 — 70
 ORIENTATION - Correction QDR after passing the station

Intercept QDR

# AFTER PASSING STATION #

1) Inboud QDM
[POSITION HORIZON]
2) Outbound QDR
[POSITION HORIZON]

3) Diff. of (QDM/QDR)

4) Intercept = (max 30°)

5) Start Turn: LH or RH

6) Intercept HDG - Compute &

set HDG-BUG

PASSING STATION: T T T T : TIME / TURN / TWIST / TALK

Exercice 1 Exercice 2

FNPT II 16 — 70
FNPT II 17 — 70
 ORIENTATION - Intercept QDM - Fly QDM / QDR

Intercept QDM

1) Actuel QDM
[POSITION HORIZON + HDG-ACFT] ...VISUALISATION

2) Requested QDM
[POSITION HORIZON]

3) Select type of interception (90° / 45°)

Diff. : ≤ 30° = Intercept with 45°
Diff. : > 30° = Intercept with 90°

4) Orientation of interception (N - E - S -W)

5) Start Turn: LH or RH

6) Intercept HDG - Compute & set HDG-BUG

5 VALID: Approaching the Station (3 min.)

ef ore
1 6 °b
20

N ≈5°
3 ON
2

2 PAST
W E

S
FNPT II 18 — 70
 45° INTERCEPTION

1) Actuel QDM 070 WSW

HDG 180 S
2) Req QDM 090 W
3) Difference of angle 20 c 45°-Interception
4) General direction NE
5) First Turn R
6) Int-HDG 045

90°/45° INTERCEPTION

1) Actuel QDM 030 SSW

HDG 180 S
2) Req QDM 090 W
3) Difference of angle 60° c 90°/45°-Interception
4) General direction N
5) First Turn R
6) Int-HDG 360
7) 20° before, 45°-Int 045

LAST INTERCEPT HDG

START INBOUND
TURN 5° BEFORE
REQ-QDM ...!

FNPT II 19 — 70
 ORIENTATION

45° INTERCEPTION

requested QDM

actual QDM

45-degrees
intercept HDG

FNPT II 20 — 70
 45° INTERCEPTION

1) Actuel QDM 070 WSW

HDG 180 S
2) Req QDM 090 W
3) Difference of angle 20° = 45°-interception
4) General direction NE
5) First Turn R
6) Int-HDG 045

1) Actuel QDM 240

HDG 090
2) Req QDM 230
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

1) Actuel QDM 310

HDG 120
2) Req QDM 330
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

1) Actuel QDM 135

HDG 270
2) Req QDM 110
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

FNPT II 21 — 70
 1) Actuel QDM 280
HDG 150
2) Req QDM 265
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

1) Actuel QDM 005

HDG 250
2) Req QDM 355
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

1) Actuel QDM 270

HDG 150
2) Req QDM 255
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

1) Actuel QDM 180

HDG 200
2) Req QDM 165
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

FNPT II 22 — 70
 ORIENTATION

90° / 45° INTERCEPTION

90-degrees
intercept HDG

actual QDM

45-degrees
intercept HDG
20° before

requested QDM

FNPT II 23 — 70
 90° / 45° INTERCEPTION

1) Actuel QDM 070 SSW

HDG 180 S
2) Req QDM 090 W
3) Difference of angle 60° = 90°/45°-interception
4) General direction N
5) First Turn R
6) Initial Int-HDG 360
7) 20° before, final Int-HDG 045

1) Actuel QDM 270

HDG 060
2) Req QDM 210
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

1) Actuel QDM 170

HDG 030
2) Req QDM 120
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

1) Actuel QDM 115

HDG 235
2) Req QDM 060
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG
FNPT II 24 — 70
 1) Actuel QDM 310
HDG 065
2) Req QDM 255
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

1) Actuel QDM 005

HDG 090
2) Req QDM 335
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

1) Actuel QDM 270

HDG 150
2) Req QDM 310
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

1) Actuel QDM 180

HDG 100
2) Req QDM 215
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

FNPT II 25 — 70
 45° INTERCEPTION

1) Actuel QDM 135

HDG 270
2) Req QDM 110
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Int-HDG

REMEMBER

90° / 45° INTERCEPTION

1) Actuel QDM 180

HDG 100
2) Req QDM 215
3) Difference of angle = -interception
4) General direction
5) First Turn
6) Initial Int-HDG
7) 20° before, final Int-HDG

FNPT II 26 — 70
 ORIENTATION

Subject: SOP / Orientation / QDM - QDR Interception

‹ SOP 4 Flight profile: climb ; cruise; descent

4 In flight check-list; systematic

‹ Orientation 4 Position; visualisation; QDM - QDR

4 Fly QDM - QDR with corrections

‹ Interception 4 QDM - QDR interception

4 Systematic overhead station
4 QDR interception after passing station

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ƒ Insist on 8 Position; visualisation; QDM - QDR

8 Systematic to intercept QDM - QDR
8 SOP: power - attitude
8 In-Flight Check-List; briefing

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SCAN and COORDINATION remain the most important thing in SPIC OPS

FNPT II 27 — 70
 HOLDING

Holding is a procedure wich is designed to delay an aircraft for approach or to delay an aircraft en
route in order to provide IFR separation from other IFR traffic.

When an aircraft is cleared to hold, it must manoeuvre within prescribed airspace. This airspace can
be defined by using time for the outbound leg in the holding patern, DME distances within which
the procedure must take place or fixes derived from other facilities.

If a holding has to be timed and the aircraft is manoeuvring at or below FL 140 an outbound leg of
1 minute from abeam the station or fix to the gate has to be flown. Above FL 140 the outbound leg
is extended by 30 seconds to 1 minute 30 seconds.

Holding instruction may be given by ATC at the destination to facilitate approach sequences or
en route to separate IFR traffic.

When an aircraft is cleared to hold, ATC must provide the following informations:
— Specify the holding fix
— Specify the inbound track of the holding pattern if not published
— Specify standard or non-standard pattern if not published
— Specify altitude or FL
— Specify the expected approach time or the expected further clearance time if en route.

The instructions given by ATC must be acknowledged. Crossing the holding fix must be reported
to ATC.

Holding patterns when published on the approach charts (Jeppesen) are drawn with a fine line
showing a rectrack in contrast to reversal procedures, which are drawn with a bold line and
incorporated in the initial approach segment.

ABEAM
HOLDING SIDE

OUTBOUND

FIX END OUTBOUND END

INBOUND

HOLDING FIX

NON-HOLDING SIDE

FNPT II 28 — 70
 HOLDING EXEMPLES

FNPT II 29 — 70
 PROCEDURE TURN & HOLDING PATERN
(ref. : Jeppesen — Air Traffic Control)

Procedure Turn

1) Fly the desired QDM to the station

2) Passing the station: T T T T ; then new HDG 30°OFF
3) Intercept and fly outbound QDR for 1 minute (or as required)
4) After 1 minute, check the GATE if 30°OFF (QDR check)
5) Fly a RATE ONE TURN back to the station
6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST
7) Fly inbound the station on BASIC QDM (INBOUND)

3
5

1 2 6
7

Holding Pattern

1) Fly inbound the station on BASIC QDM (INBOUND)

2) Passing the station: T T T T ; then RATE ONE TURN 180°
3) Passing ABEAM station: TIME CHECK (TC); fly outbound HDG
4) After 1 minute, check the GATE if 30°OFF (QDR check)
5) Fly a RATE ONE TURN back to the station
6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST
7) Fly inbound the station on BASIC QDM (INBOUND)
3
4

2 6
7

FNPT II 30 — 70
 PROCEDURE TURN & HOLDING PATERN
(ref. : Jeppesen — Air Traffic Control)

Procedure Turn

Holding Pattern

FNPT II 31 — 70
 HOLDING PATERN — FLIGHT PROCEDURES
(ref. : Jeppesen — Air Traffic Control)

Entry

Variations of the basic procedure to meet local conditions may be authorized by States after
appropriate consultation with the operators concerned.

The entry into the holding pattern shall be according to heading in relation to the three entry
sectors shown below, recognizing a zone of flexibility of 5° on either side of the sector voundaries.

70° 70°

Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)

For holding on a VOR intersection, the entry track is limited to the radials forming the intersection.
For holding on a VOR/DME fix, the entry track is limited to either the VOR radial, DME arc, or
alternatively along the radial to a VOR/DME fix at the end of the outbound leg, as published.

Note: A DME arc entry a procedure is specified only when there is a specific operational difficulty
which precludes the use of other entry procedures.

FNPT II 32 — 70
SECTOR 1: Direct Entry

— Having reached the fix, the aircraft is turned right to follow the holding pattern.

SECTOR 2: Offset Entry (Procedure Turn)

— Having reached the fix, the aircraft is turned left onto a heading to make good a track making
a angle of 30° from the reciprocal of the inbound track on the holding side,
— then the aircraft will fly outbound: for the appropriate periode of time, where timing is
specified, or
until the appropriate limiting distance in atteined, where
distance is specified, or
where a limiting radial is also specified, either until the
limiting DME distance is atteined or until the limiting
radial is encountered, whichever occurs first
— then the aircraft is turned right to intercept the inbound holding track
— then on second arrival over the holding fix, the aircraft is turned right to follow the holding
pattern

SECTOR 3: Parallel Entry

— Having reached the fix, the aircraft is turned left onto an outbound heading for the appropriate
period of time or until reaching the DME limiting outbound distance, if published
— then the aircraft is turned left onto the holding side to intercept the inbound track or to return
to the fix
— then on second arrival over the holding fix, the aircraft is turned right to follow the holding
pattern

2 3 2
3

1 1

Gate Gate

Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)

FNPT II 33 — 70
DME Arc Entry

Having reached the fix, the aircraft shall enter the holding pattern in accordance with either the
Sector 1 or Sector 3 entry procedures.

SECIAL Entry for VOR/DME holding

In an entry radial to a secondary fix at the end of the outbound leg of a VOR/DME holding pattern
is specified: Sector 1 and Sector 2 entries are not authorized.
The holding pattern shall be entered directly using the published entry radial or the Sector 3 entry
procedure.
Having reached the fix, the aircraft shall be turned right to follow the holding pattern.

FNPT II 34 — 70
 OFFSET ENTRY

PARALLEL ENTRY

FNPT II 35 — 70
 DIRECT ENTRY

SPECIAL DIRECT ENTRY 1

FNPT II 36 — 70
 SPECIAL DIRECT ENTRY 2

FNPT II 37 — 70
 HOLDING PROCEDURE TRAINING

act Over Station, enter Entry

QDM/HDG the following Proc.
Holding or Racetrack

120 Direct

320 Parallel

250 Offset

215 ............

087 ............

272 ............

348 ............

193 ............

127 ............

190 ............

355 ............

205 ............

FNPT II 38 — 70
 205 ............

295 ............

135 ............

180 ............

077
QDM
220 ............

010 ............

080 ............

4
04
200 Q DM ............

350 ............

010 ............
209
M

166 ............
QD

305 ............

FNPT II 39 — 70
 act Holding or Entry
QDM/HDG Racetrack Proc.
L/R inb-QDM

140 R 360 Offset

105 R 240 ..........

215 R 120 ..........

273 L 210 ..........

304 L 060 ..........

067 R 310 ..........

263 L 015 ..........

142 R 218 ..........

196 L 113 ..........

196 L 246 ..........

196 L 317 ..........

296 R 162 ..........

FNPT II 40 — 70
 220 L 145 ..........

040 R 285 ..........

120 R 205 ..........

360 R 145 ..........

020 R 220 ..........

170 L 255 ..........

200 L 230 ........

035 R 305 ..........

300 R 090 ..........

090 L 220 ..........

110 L 355 ..........

290 L 030 ..........

310 R 355 ..........

FNPT II 41 — 70
 HOLDING PATTERN

Subject: SOP / Orientation / Holding Pattern Entry

‹ SOP 4 Flight profile: climb; cruise; descent

4 In flight check-list; systematic

‹ Holding Pattern 4 Inbound QDM

4 Passing station; turn
4 Abeam-check; TC
4 Outbound leg; gate check
4 Inbound turn; 45° check

‹ Entry 4 Direct
4 Offset
4 Parallel

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ƒ Insist on 8 Inbound QDM corrections

8 Gate correction

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Use Jeppesen APCH-Charts with holding: Geneva; Bern

FNPT II 42 — 70
 PROCEDURE TURN

We have: 45° / 180° Procedure Turn

Base Turn
80° / 260° Turn

Objectiv: to operate a 180° after a station to fly back to the fix; usually to perform an approach
in opposite direction

FNPT II 43 — 70
 45° / 180° Procedure Turn

1. After station passage fly outbound on the published QDR for the prescribed time, the
prescribed distance or to the prescribed fix or intersection.
If the QDR has to be intercepted after station passage, add 10-15 seconds to this
outbound leg.
2. After time has elapsed or the before mentioned distance or fix is reached, turn towards the
manoeuvring side of the approach area to a heading 45 degrees off the outbound track.
3. Start timing as soon as you leave the outbound track (1 minute for Aircraft Cat. A and B,
1 minute 15 seconds for other Aircraft)
4. Approaching the end of the timed periode, compare the difference of the actual and the
required QDM inbound. This enables the pilot to choose the rate of turn needed for the
following manoeuvre.
5. Proceed now with a turn away from the station to a reciprocal heading which will intercept
the inbound track at 45-degree angle
6. Intercept the desired QDM to the station and adjust for drift
B
&
tA
Ca
1’

1 to 3 min

FNPT II 44 — 70
 Base Turn

1. Start timing upon station passage.

2. Turn towards the manoeuvring side of the approach area and fly the outbound track
published or 30 degrees to the reciprocal of the desired inbound track. Intercept this QDR if
necessary and adjust timing.
3. After time has elapsed or the published distance or fix is reached, turn inbound and intercept
the desired QDM to the station and adjust for drift.

in 2 min 3 min
1m

FNPT II 45 — 70
 80° / 260° Procedure Turn

1. After station passage fly outbound on the published QDR for the prescribed time, the
prescribed distance or to the prescribed fix or intersection.
If the QDR has to be intercepted after station passage, add 10-15 seconds to this outbound
leg.
2. After time has elapsed or the before mentioned distance or fix is reached, turn 80 degrees
towards the manoeuvring side of the approach area and follow this turn with a 260-degree
turn in the opposite direction. If a drift correction had to be applied while tracking outbound,
apply the 80-degree turn to the wind heading.
3. Towards completion of the 260-degree turn, roll out to the required wind heading. If the turn
is distorted, intercept QDM inbound in the normal manner then apply the necessary wind
correction.

1 to 3 min

FNPT II 46 — 70
 Racetrack Procedure

1 min 2 min 3 min

This procedure is usually published in order to facilitate traffic arriving from different
direction.
A racetrack pattern can be standard, which means that all turns in the pattern are to the right
or, non-standard meaning all turns in the pattern are to the left.
The outbound leg in the racetrack pattern is limited by either time, DME distance or by a fix
or intersection.
Three procedures called “entry procedures” are available for guidance into the racetrack
pattern. Depending on the direction of flight of the arriving aircraft over the station they are
referred to as:
- The direct entry procedure
- The offset entry procedure
- The parallel entry procedure
Each procedure is afforded protection if flown correctly. A zone of flixibility of 5 degrees on
the either side of the sectors is permitted.

FNPT II 47 — 70
 THE

V R
FNPT II 48 — 70
 The VOR
(VHF OMNI-DIRECTIONAL RADIO RANGE)

A VOR station emanates an infinite number of courses of wich, for practica purposes, 360 are used.
These “courses” are referred to as radials and are measured from magnetic north clockwise at the
ground station.
Ÿ A radial is always a magnetic direction indicating away from the station
Ÿ To proceed on a radial means tracking outbound FROM the station
Ÿ To proceed on a radial to the station means tracking inbound TO the facility on the reciprocal
of said radial

Common phraseology used today eradicate any ambiguity and is clearly expressed in the following
examples:

( “ ... proceed on radial 360 from ... VOR”

In clear text: proceed on this 360 radial away from the station
( “ ... proceed on radial 360 outbound to ... ”
In clear text: proceed on this 360 radial outbound to a fix, intersection or other facility
( “ ... proceed on radial 360 inbound to ... VOR”
In clear text: proceed on reciprocal of 360 radial, which is 180 to he station

When using the conventional VOR instrument with only a left/right needle (Course Deviation
Indicator: CDI)

FNPT II 49 — 70
 VHF NAV

VOR HSI

VOR CDI

FNPT II 50 — 70
 VOR ORIENTATION

env. 20°

act HDG 090° act HDG 090°

act HDG 090° act HDG 090°

env. 10° env. 10°

FNPT II 51 — 70
 VOR CONCEPT

1) Cadran de 360° (course card).

Le cadran peut être réglé
au moyen de l’OBS de manière
que le QDM ou le QDR voulu
apparaisse sous l’index de cap.
2) Index de cap direct (course index).
La valeur de la route
magnétique est affichée sous
l’index. (Ici: 150°)

3) Aiguille VOR / LOC (VOR / LOC needle). L’aiguille VOR / LOC, appelée également aiguille
verticale, symbolise le QDM ou QDR affiché. Elle indique le côté et le déplacement de la ligne
voulue.
4) Index du cap inverse (reciprocal course index). Cet index indique la valeur du cap réciproque du cap
affiché. (Ici: 330°)
5) Sélecteur de route magnétique ou sélecteur d’azimut (Omni Bearing Selector). Au moyen de ce
bouton, on peut faire tourner le cadran de 360°.

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VOR / ILS: Difference of deflection

VOR: 1 dot = 2° ILS: 1 dot = 0.5°

FNPT II 52 — 70
 VOR ON THE HOLDING

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Notes:

FNPT II 53 — 70
 SPECIAL PROCEDURE: DME ARC

20°

.............................................................................................................................................................
.............................................................................................................................................................
.............................................................................................................................................................
.............................................................................................................................................................
.............................................................................................................................................................
.............................................................................................................................................................

FNPT II 54 — 70
 EFFECT OF THE WIND ON THE AIRPLANE

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INBOUND TO THE STATION WITHOUT WIND-CORRECTION

DRIFT

FNPT II 55 — 70
 SHOW THE WIND ON THE DG

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FNPT II 56 — 70
 WIND-CORRECTION ANGLE

FNPT II 57 — 70
 j j j j j j j j j j j j j j j j j j j j j j

FNPT II 58 — 70
HOLDING PATTERN: NORTH WIND W/O CORRECTION

HOLDING PATTERN: SOUTH WIND W/O CORRECTION

FNPT II 59 — 70
FNPT II 60 — 70
FNPT II 61 — 70
FNPT II 62 — 70
FNPT II 63 — 70
 j j j j j j j j j j j j j j j j j j j j j j

NOTES:

FNPT II 64 — 70
 SPECIAL WIND PROCEDURE

FNPT II 65 — 70
 APPROACH PROFILE

PRECISION APPROACH Draw by heart the profile

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FNPT II 66 — 70
NON-PRECISION APPROACH Draw by heart the profile

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FNPT II 67 — 70
 DOLE (LFGJ)

ILS 06 Draw by heart plan & profile

NDB 06 Draw by heart plan & profile

FNPT II 68 — 70
 GRENOBLE (LFLS)

ILS 06 Draw by heart plan & profile

NDB 06 Draw by heart plan & profile

FNPT II 69 — 70
 BERN (LLSZB)

ILS 06 Draw by heart plan & profile

NDB 06 Draw by heart plan & profile

FNPT II 70 — 70