IFR
• In IFR flying always Apply Rate ONE turn.
• How much BA (Bank Angle) you should apply for rate One turn?
BA = {TAS(Speed) /10} + 7
• Turing right HDG increases and turning left HDG decreases
• For Rolling out of the Turn, Roll out before = BA÷2
• In Instrument flying BA for “Hdg to Fly” correction should be
BA = Difference in heading ÷ 2
• In Climb, Descent & Level: Level out before 10% of VSI
• There are six Basic Instruments.
ASI AH ALT
TSI DGI VSI
For Start and End
Climb ,Stright and level ,Decend Turns
2 1 4 2 1
ASI AH ALT ASI AH ALT
TSI DGI VSI
TSI DGI VSI
3 3 4
1
IFR
Climb ,Stright and level ,Decend (TURNS ) “A” Scan
2 1 4 1 2
ASI AH ALT ASI AH ALT
TSI DGI VSI TSI DGI VSI
5 6 3 3 4
For GF “T “Scan For GF Radial Scan
2 1 3 2 1 4
ASI AH ALT ASI AH ALT
TSI VSI TSI DGI VSI
DGI
4 5 3 6
For GF Rectangular Pattern
1 2 3
ASI AH ALT
TSI DGI VSI
6 5 4
For partial panel “V” Scan
1 3
ASI AH ALT
2
TSI DGI VSI 2
IFR
Unusual Attitude
Before commencing this exercise, ensure mixture is fully rich. Do not
exceed pitch limits of + 30 deg and bank limits of + 60 deg. Recovery
will be affected as follows: -
• Immediate Actions Call out height and increasing/decreasing,
speed increasing/decreasing and bank left/right.
• Recovery Nose High: Open full throttle, increase/decrease bank to
20 deg (with ball in the centre) and assist the nose to come down
with gentle forward pressure. When the speed is more than 70 kts
and nose is on or slightly below the horizon, get wings level, adjust
attitude to get level flight, check speed more than 80 kts, RPM
2000 and trim.
• Recovery: Nose Low: Close throttle if speed > 100 kts, get wings
level to the nearest horizon, ensuring ball in centre, ease out of dive
to level attitude. When speed reduces below 90 kts, RPM 2000 and
trim. If the speed at commencement of recovery is less than 90 kts,
then start getting wings level and easing out ensuring speed > 80
kts. During the process, any time speed crosses 100 kts, close
throttle and continue recovery.
Note: After establishing straight and level flight, check engine
parameters, fuel contents and imbalance within limits, LOW FUEL
warning light OFF, synchronise DI with compass, check security
of R/T connections and orientate. Carry out a LMT (if required)
and roll out towards the base.
3
IFR
Pre-Flight Preparations
• Flight plan to Destination & Legal IFR Requirements
• Weight and Balance
• Flight plan
• METARS, TAFS, AIRMETS
• PIREPS
• NOTAMS
Cockpit Organization
• Yoke Clip / PAD
- A/C Checklist
- Pen/Pencil OR X CO CHECKLIST
- Approach Plates WITH POD CHART
- ONC /TOPOGRAPHICAL Charts
4
IFR
Aircraft Set –up
• Obtain Start – UP, Start as per checklist
Nav Set -UP
• NAV # 1
- VOT Test (Check for steady sound / Morse code)
- Active IFR Approach –TITS TITS
- En-Route Navaid in standby window T- TUNE THE CORRECT
• Nav # 2 FREQUENCY
- VOT test
I-IDENTIFY THE VOR OR NDB
- Departure Navaid –TITS (MORSE CODE)
T-TWIST THE OBS TO THE
• ADF (if applicable)
CORRECT SETTING
- Active IFR approach TIT check
- Set stand by to En-Route Navaid S-SELECT THE CORRECT
SOURCE
• DME
- Set on-field DME
- After Departure set to En-Route
• Transponder
- Set on Stand-by
- Set transponder code when copied in IFR clearance
• Radios
- Set as required
IFR CLEARANCE
• Obtain the VFR/IFR clearance and the entire clearance must be read back
5
IFR
Departure Procedure
• Take off briefing
- This will be a VFR/IFR departure off of the runway .I
will call as the A/S alive
- Vr: ............................ Vy/ Vx:
- In the event of emergency prior to rotation or with the gear
down (only ME) & sufficient runway remaining the decision
will be to land, steer and stop straight ahead.
- In the event of emergency after rotation with insufficient
runway, the decision will be to continue and deal with the
emergency as per the emergency checklist and advice ATC
- Instructor will Maneuver the A/C and student will assist
with Checklist
- If it is IFR condition will return for the IFR Approach to
Runway (VFR in case VFR conditions)
• Taxing - instruments check
- Turn co-ordinator (Needle & Ball)
- Heading indicator (Direction of Movement)
- ASI, AI, ALT, VSI all are steady
- ADF correct and Tracking if applicable
• Runway checks
- As per checklist
• Gear Retraction (only for ME)
- A positive rate of climb and Insufficient runway – GEAR UP
- Actual IFR conditions and off the runway – GEAR UP
• Climb Checks
- As per checklist
• Contact ATC: Inform about position report (Altitude, on track/radial,
Distance and ETA)
• En-Route - Cruise checks called out & complete
- When established & level on track/radial, call ATC
- Monitor Track & correct for Drift
- Constantly monitor Frequencies
6
IFR
Instruments for IFR navigation
• NDB –NON Directional Beacon
• ADF –Automatic Directional Finder
• RMI –Radio Magnetic Indicator
• VOR – VHF Omni directional range
• OBS – Omni Bearing Selector
• ILS – Instrument landing System
• HSI – Horizontal Situational Indicator
• DME – Distance Measuring Equipment
• GPS – Global Positioning System
NDB is the Ground equipment and designed for homing to the station,
ADF/RMI is the A/C equipment.
ADF RMI
• Compass card fixed • ADF+DG, compass card is not
• Needle always points to the fixed
station • Needle always points to the
• Gives Relative Bearing (RB) station
and measured from the nose of • Gives Magnetic HDG (QDM)
the A/C and measured from the
Magnetic North
QDR: Magnetic Bearing FROM the QDM: Magnetic HDG TO the Station
Station
Radials emit out of the station in 3600 Magnetic HGD to the Station in 3600
7
IFR
ADF: Finding QDM using ADF
1) Find present HDG and R.B and how many degrees to turn.
2) Which side to turn for the short distance (remaining degrees to turn)
3) Find the QDM
QDM = HDG + RB
Example:
1) HDG 0900, RB 0900
0900
HDG
ADF QDM= 090o+ 0900 =1800 (turn right)
0900
Station will be 0900 Right with reference to
A/C nose
1) HDG 2200, RB 1600
HDG
2200
QDM = 2200+ 160=3800(-360) =0200
Station will be 1600 Right with reference to
A/C nose
ADF
1600
8
IFR
VOR is the Ground equipment and designed for tracking FROM(OB) the
station, as well we can track TO(IB) the station also. OBS/HSI is the A/C
equipment.
So, if going out bound(OB) turn right radials(QDR) increases and turn left it
decreases.
So, if going in bound(IB) turn right radials(QDR) decreases and turn left it
increases.
OBS HSI
• Compass card fixed • OBS+RMI (ADF+ DG)
• TO/FM, Flag indications Compass card not fixed
• CDI needle with Glide Slope • TO/FM, Flag indications
• CDI Scale for VOR -100 Max • CDI needle with Glide Slope
deflection. • CDI Scale for VOR -100 Max
• CDI Scale for ILS – 2.50 Max deflection.
deflection • CDI Scale for ILS – 2.50 Max
• G/S 0.70 Max deflection deflection
(0.140 /DOT) • G/S 0.7 Max deflection
• OBS 5 Dot, for VOR 20per dot (0.140/ DOT)
& for ILS 0.50/Dot • HSI 5 Dot, for VOR 20per dot
• OBS 4 Dot, for VOR 2 ½0per & for ILS 0.50/Dot
dot & for ILS 0.60/Dot • HSI 4 Dot, for VOR 2 ½0per
• Have reverse sensing dot & for ILS 0.60/Dot
• Do not have Reverse Sensing
Note:
• For finding out sensitivity (Reverse / Same) of CDI check HDG and OBS
selection.
• For finding out your position with respect to station (QDM/QDM)
- Check needle center
- TO/From flag
- OBS selection
9
IFR
VOR Tracking/Lost Procedure:
OBS HSI
• Tune to appropriate frequency • Tune to appropriate frequency
• Centre the needle showing TO • Centre the needle showing TO
indication indication/ Push the CRS to
• Follow the selection as your center the needle with TO
HDG to the station indication (G1000 only)
• Same sensing HDG = +/-900 of • Follow the selection as your
OBS Selection HDG to the station
• Reverse sensing HDG ≠ +/-900 • No reverse sensing
of OBS Selection • Give the correction triple with
• Give the correction triple with respect to each dot off track or
respect to each dot off track or full scale deflection
full scale deflection
VOR Interceptions:
Interception Angle(IA): Angle between new QDR/QDM and the nose of the
A/C
Interception HDG: HDG used to intercept new QDR/QDM
QDR – QDR QDM – QDM
• Find the present Radial and new • Find the present Radial and
Radial. Whether new radial new Radial. Whether new
L/R? radial L/R?
• For Interception angle: • For Interception angle:
(Min will be double the (Min will be double the
difference between present difference between present
&New Radial and Max will be &New Radial and Max will be
0
90 . IA will be with respect to 900. IA will be with respect to
location from the station or location from the station or
difference between the radials) difference between the radials)
• For Interception HDG : If right • For Interception HDG : If right
add IA to a new radial (QDR) add IA to a new Magnetic
and if Left subtract IA from new HDG (QDM) and if Left
radial (QDR) subtract IA from new Magnetic
HDG (QDM)
10
IFR
QDR–QDM QDM–QDR
• Find the present Radial and new • Find the present Radial and
Radial. Whether new radial new Radial. Whether new
L/R? radial L/R?
• For Interception angle: • For Interception angle:
(Min will be double the (Min will be double the
difference between present difference between present
&New Radial and Max will be &New Radial and Max will be
0
90 . IA will be with respect to 900. IA will be with respect to
location from the station or location from the station or
difference between the radials) difference between the radials)
• For Interception HDG : If right • For Interception HDG : If right
subtract IA to a new Magnetic subtract IA to a new radial
HDG (QDM) and if Left add IA (QDR) and if Left add IA from
from new Magnetic HDG new radial (QDR)
(QDM)
• Maintain the interception heading, anticipate the movement of CDI
needle and accordingly turn the aircraft to the new QDR/QDM (new
radial/magnetic HDG)
HOLDS
• Holding is an instrument flying procedure which is used to keep aircrafts
waiting for their approach and landing especially in a busy environment.
Aircraft keeps making a race course pattern over a fix established using
navigational aids such as a VOR-DME or ADF-DME until the ATC clears for
an approach.
VOR Holding is of two types
All turns are made to left All turns are made to right
All turns are rate 1 turns All turns are rate 1 turns
Each leg is 1 minute Each leg is 1 minute
Total time taken is 4 minutes Total time taken is 4 minutes
11
IFR
There are three different types of Hold Entries:
- 1) Parallel
- 2) Offset (Tear Drop)
- 3) Direct
• Parallel Entry
- Upon reaching the holding fix, turn outbound and fly parallel
to the inbound course for one min, after one min turn and
intercept the holding radial inbound on an inbound heading.
upon reaching the fix began holding procedures.
• Offset (Tear Drop)
- Overhead the fix, proceed on a heading 300 offset (turn Left
for standard hold and Right for Nonstandard hold) from the
outbound holding leg. After one min intercept the inbound
holding track.
• Direct Entry
- Overhead the fix, turn outbound in the direction of the
holding pattern and fly the pattern.
TO DETERMINE THE HOLDING PATTERN USING HDG
FLYING A HOLDING PATTERN
1) Make the appropriate type of entry for the holding pattern
2) Once over the fix or VOR station (needle of the OBS flips), start
the timer and make a rate 1 turn to the outbound leg
3) We should complete the 180 degree turn in 1 minute.
4) Once we roll out on the outbound heading, crossing the fix/ station, fly for
another 1 minute
5) Thereafter make a rate 1 turn to the inbound track and start the
12
IFR
timer on establishing the inbound track
6) Note the time taken to reach the fix as well as heading correction
required to maintain the inbound track.
7) If the time taken to reach the fix after turning to the inbound leg is
less than 1 minute, fly that much seconds more in the outbound leg
and if the time taken to reach the fix is more than 1-minute fly that
much seconds less on the outbound leg.
For example, if we took 55 seconds to reach the fix after turning to the
inbound leg. It is less than 1 minute by 5 seconds so we should travel 5
seconds more on the outbound leg. So the time to fly on outbound leg is
1minute and 5 seconds. This is due to the head or tail wind component. If
there is nil wind, the time to fly in inbound as well as outbound legs will be
1 minute each unless there is a pilot induced error.
8) Heading correction to be applied on outbound leg is 3 times more
than what is applied on the inbound leg
For example, if we have given 5 deg correction to the right on inbound leg
to maintain the track, apply 3 times correction which is 15deg correction to
the left to maintain the outbound track. This is because we are not giving
any correction while turning 180deg from inbound to outbound as well as
from outbound to inbound. We require to give the heading correction due
to the cross wind component and if there are nil winds, there is no need for
any heading corrections.
13
IFR
Calls and Checks in the Hold
• 5 “T” will be used in turns and before entering and leaving the Fix
• HAT will be used on a steady HDG or Radial.
Example:
5”T”
T- HDG to enter
5T
T- Timer on
T- Twist CRS in
Bound
T – Talk
HAT HAT T - Throttle
HAT
H –HDG
A –ALT
5T T –TIMER WATCH
FOR ONE MIN
5T
14
IFR
DME Arc
The DME arc is a procedure used to transition from the en-route environment
to an instrument approach. Here we come to the final approach fix from initial
approach fix by intercepting all the radial at 90 degrees by maintaining a
constant distance from the station till the lead radial.
FLYING A DME ARC:
Steps Left Right DME Arc
DME
Arc
1. Initial turn is to right by 800 which is our Initial turn is to left by 800 which is our
interception HDG and thereafter all turns to interception HDG and thereafter all turns to right
left
2. Find the present radial and next radial to Find the present radial and next radial to
intercept. The next radial to intercept will be intercept. The next radial to intercept will be 100
100 less from our present radial. more from our present radial.
3. Once joined the arc every time CDI comes to Once joined the arc every time CDI comes to
Center, turn the A/C and twist OBS/HSI by Center, turn the A/C and twist OBS/HSI by every
every 100 less.(TURN AND TWIST) 100 more.(TURN AND TWIST)
4. For distance correction: To increase the For distance correction: To increase the
distance turn right and to decrease the distance turn left and to decrease the distance
distance turn left turn right
NOTE:
1. Procedure followed to obtain the 800 is QDM to QDM interceptions
2. The IA will be 900 throughout the DME arc
3. Initiate the DME arc before: (Ground speed/100) Nms. Example: If ground
speed is 130kts, DME arc is 10NMS, then you should initiate the DME arc
1.3NMS before i.e.., 10+1.3=11.3Nms
4. Upon reaching your lead radial tune to VOR/ILS and twist to final Approach
CRS on OBS/HSI
15
IFR
Multi Engine Failure (Asymmetric flying) P 68
1) Fly the A/C (All levers full forward, Maintain Direction control and trim for
best ROC Single engine speed that is BLUE line) & Bank the A/C 50 to the live
engine and look for the field.
2) Identify the dead Engine (Dead foot (rudder) Dead Engine)
3) Verify the dead engine. (By reducing Throttle of suspected Engine, if no change
in aerodynamic force (Rudder Pressure), then confirm)
4) Secure the Dead Engine: R/L Throttle idle, R/L Propeller feather, R/L Mixture
idle cut off, R/L Magnetos off, R/L fuel pump Off, R/L Fuel shut off valve off,
R/L Alternator Off and fly the A/C
5) Restart procedure:
a. Before securing the engine: R/L Fuel pump on, if the engine starts continue
the flight with both fuel pumps ON
b. After securing the engine:
- R/L Prime the engine: R/L Throttle, R/L Props, R/L Mixture fully
forward, R/L Fuel pump ON. Once the fuel flow raising, R/L Fuel
pump OFF, R/L Mixture lean, R/L Throttle 1/4th travel.
- R/L both Magnetos ON , Keep the aircraft in dive, press the R/L
starter button (Notice the R/L prop start wind milling), once the
engine starts advance the R/L mixture full forward.
- If the engine again stops, now follow the “before securing the
engine start procedure” as already the Prop is wind milling.
Note:
Full Forward is fine pitch
Full Back is course Pitch
16
IFR
Multi Engine Failure (Asymmetric flying) G-58 (BARON)
1) Check landing gear up.
2) Fly the A/C (All levers full forward, Maintain Direction control and trim for
best ROC Single engine speed that is BLUE line) & Bank the A/C 50 to the live
engine and look for the field.
3) Identify the dead Engine (Dead foot (rudder) Dead Engine)
4) Verify the dead engine. (By reducing Throttle of suspected Engine, if no change
in aerodynamic force (Rudder Pressure), then confirm)
5) Secure the Dead Engine: R/L Throttle idle, R/L Propeller feather, R/L Mixture
idle cut off, R/L Magnetos off, R/L fuel pump Off, R/L Fuel shut off valve off,
R/L Alternator Off , R/L battery off and fly the a/c .
6) Restart procedure:
a. Before securing the engine: R/L Fuel pump low, if the engine starts
continue the flight with R/L fuel pumps low , if reliable power achieved ,
R/ L fuel pumps off.
b. After securing the engine:
- R/L Throttle ¼ th travel , R/L Mixture fully forward, R/L Fuel
pump low , R/L props fwd of feather detent
- R/L both Magnetos ON , Keep the aircraft in dive, R/L starter
engage (Notice the R/L prop start wind milling) release the
starter , once the engine starts adjust R/L throttle ,R/Lprop ,
mixture continue with R/L fuel pumps low , if reliable power
achieved, R/L fuel pump off
NOTE : -
- Full Forward is fine pitch
- Full Back is course Pitch
17
