1. Instrument Procedures
Maj Johnson

2. We have your Clearance, Advise when ready to Copy?…
What’s in Store:
NAVAIDS and A/C equipment basics
Approach Memory Aids
Preflight IFR planning
Conducting an Approach (walking the dog)
Holding techniques
Chart / Pubs terms and graphics
Point to Point (on the GPS)
Partial Panel

4. IFR Required Equipment
GRAB CARD
Generator Radios Attitude indicator Ball
Clock Adjustable altimeter Rate of turn indicator Directional gyro

5. VOR
Station passage occurs when the TO-FROM indicator makes the first positive change to FROM.
Where the frequency 122.1R is listed over
a VORTAC frequency box on a Low-Altitude IFR Navigation chart, the pilot may talk to FSS by
broadcasting on with the VHF radio, then listen for a reply on the VOR frequency through
the NAV radio.

6. VOT

7. LOC Unreliable signals may be received outside these areas.
Outside this area use
TACAN to build your SA
(BDHI 3)

9. The indicators are adjusted for VOR and TACAN, so that the CDI is fully displaced when the aircraft is off course more than 10. Each dot on the CDI scale represents 5.
Full-scale deflection on the CDI scale differs with the width of the localizer course (3 to 6). Example: If the localizer course is 5 wide, then full-scale deflection is 2-1/2 and each dot is 1-1/4 if the localizer course is 3 wide, then full-scale deflection is 1-1/2 and each dot is 3/4

10. TACAN
TACAN station passage is determined when the range indicator stops decreasing (minimum
DME).

11. VOR/DME/TACAN Standard Service Volumes
SSV Class Designator Altitude and Range Boundaries
T (Terminal)
From 1,000 feet above ground level (AGL) up to and including 12,000 feet AGL at radial distances out to 25 NM.
L (Low Altitude)
From 1,000 feet AGL up to and including 18,000 feet AGL at radial distances out to 40 NM.
H (High Altitude)
From 1,000 feet AGL up to and including 14,500 feet AGL at radial distances out to 40 NM.

12. MEA MOCA MCA Changeover Point OROCA Minimum Enroute Altitude
(obstacle clearance and navaid signal coverage for entire route)
MOCA
Minimum Obstruction Clearance Altitude
(obstacle clearance for entire route but only assures navaid signal within 22 nm)
MCA
Minimum Crossing Altitude
(must cross at the next highest MEA)
Changeover Point
Mileage to NAVAIDs
OROCA
Off Route Obstruction Clearance Altitudes
(1,000 / 2,000 feet obstacle clearance when off route…may not provide signal coverage)

13. Homing vs Tracking
Homing is accomplished when the aircraft is turned to place the head of the needle under the top index, and keeping it there. Since homing does not incorporate wind drift correction, in a crosswind the aircraft follows a curved path to the station.
Tracking is the procedure for determining a magnetic heading which will correct for wind drift.

14. Tracking
When TACAN/VOR tracking utilizing the CDI/HSI, the course deviation bar will drift off center in the same direction as the TACAN/VOR needle for off-course indications. Once drift is detected, select a new heading in the same direction the CDI/HSI has moved.

15. Holding
If the controlling agency issues a clearance limit (i.e., “CAP 26 52, your clearance limit is now Bugle intersection, expect further clearance at 50”) and no further instructions are received, hold in a standard pattern on the inbound course on which the aircraft approaches the fix or as depicted. Maintain the last assigned altitude unless otherwise directed.

16. Parallel – turn to parallel the outbound course
Direct – turn to follow the holding pattern
Teardrop – 30 degree turn toward the holding side from one minute…then tail radial turn to inbound course.
Finger method based on outbound course (right turns…right hand)
JUST USE COMMON SENSE AND GET TO THE HOLDING SIDE!!

17. Holding
Wind compensation will be made on inbound and outbound headings, not when turning. Once the inbound wind crab correction is determined, this number will be doubled for the outbound course.
Inbound leg is 1 min…adjust outbound leg as required

18. Visual vs Contact Approach
On an IFR flight plan, clear of clouds enroute, have airport or preceding indentified aircraft in sight. Weather at airport must be 1000/3.
Contact
On an IFR flight plan, clear of clouds and min of 1 mile visibility both enroute and at the airport. Airport must have an instrument approach. Must be requested by the pilot.

19. Maximum Elevation Figure
MSA vs MEF
Minimum Sector Altitude
1,000 feet of obstacle clearance
within a 25 nm radius
Emergency Safe Altitude
1,000 feet in nonmountainous and 2,000 feet in mountainous within 100 nm radius
Maximum Elevation Figure
Based of highest known feature bounded within lines of latitude and longitude (highest elevation within a quadrangle, adding 100 feet for vertical error, then adding the height of the highest obstacle in the quadrangle or 200 feet, whichever is higher, then rounding up to the next hundred feet )

20. A = 1.3 nm
B = 1.5 nm
…so what? This is the area you have to stay within to be afforded obstacle clearance
Category A- Speed less than 91 knots.
B. Category B- Speed 91 knots or more but less than 121 knots.
C. Category C- Speed 121 knots or more but less than 141 knots.
D. Category D- Speed 141 knots or more but less than 166 knots.
E. Category E- Speed 166 knots or more.

21. IFR Separation Separation provided between all IFR flight plans
VFR-on-top and VFR – ATC may issue traffic advisories, but see and avoid required by pilot.

23. Preflight Prep NOTAMS (TFR’s) https://www.notams.faa.gov Weather brief
FSS: Standard / Outlook >6 hrs / Abbreviated
May request:
GPS RAIM availability for +/- 1 hr of ETA – require no more than 5 min expected loss of RAIM (
approximate density altitude data.
Route Card / Comm’s : Metro, EFAS (122.0), TRSA
Fuel plan
Approaches available – backup plan!
Flight Plan / Charts and Pubs

24. Planning Minimums Alternate Required: Fuel Planning for IFR:
+/- 1 hour from ETA the weather is less than 2,000 foot ceiling and 3 statute miles visibility.
Fuel Planning for IFR:
To first airport of intended landing then to alternate airport + 45 minutes fuel calculated at normal cruising speed. (1 hour per CAP 60-1)
IFR alternate weather minimums:
At ETA: ceiling and visibility specified in the standard approach minima, or if none specified then 600/2 for precision approaches and 800/2 for non-precisions.

25. Flight Plans
Pilots should file IFR plans at least 30 minutes prior to ETD.
Most centers will delete un-activated flight plans after 1 hour.
IFR flight plans closed by functioning control tower. PILOT responsible to close VFR plan through FSS.
If not cancelled after 30 minutes of ETA, then search and rescue procedures started.

26. ATC Clearance / Instruction Readback
Make a written record of your clearance upon clearance on request (CRAFT)
Read back all taxi, hold, takeoff, and land instructions.
Airborne, read back / respond with:
Aircraft ID
Altitudes, restrictions, vectors (in the same sequence passed by controller)
(Altitudes contained in charted procedures should not be read back unless they are specifically stated by the controller)

27. WNRTB (Remember: We Need Really To Brief):
Weather (WAR)…Weather, Alt, duty Rwy
NAVAIDs (TINTS)…
Tune – NAVAID freq.
Identify – NAVAID morse code.
Needles – set BDHI / CDI switches.
Twist – set proper course in CDI.
Select – select GPS or TCN.
Request (request the approach from ATC)
Timing (compute)
Brief (the approach).

28. Be familiar and have a game plan.
It’s a working document…write down FBO name and location.

29. Copter TACAN Rwy 21 ‘WNRTB’ WEATHER (ATIS) – ‘WAR’
NAVAID SETUP – TINTS
REQUEST – ‘full procedure’
TIMING
BRIEF

30. Weather
ATIS (WAR)
Weather
Altimeter
Runway in use

31. NAVAIDS (TINTS)

32. NAVAIDS (TINTS)

33. Copter TACAN Rwy 21 BRIEF 1. Approach and Page
2. Weather Minimums/Compare to current weather conditions
3. FAF and Timing
4. MDA/DH
5. Missed Approach Point
6. Terminal Procedures
(taxi plan off of airport
diagram)

34. Copter TACAN Rwy 21 6Ts ARCING Lead turn by .5 DME
‘9.5 DME, coming right’
6Ts
Time - Noted
Turn – right to establish arc
Transition – as needed to feet
Twist – 212 twisted in CDI
Talk – IAF inbound

35. Copter TACAN Rwy 21 ARCING
Make frequent but small heading changes to maintain a constant DME OR
5-10 degree above to below the wingtip position.

36. Copter TACAN Rwy 21 (Only the IAF if not arriving through GOZER) 6Ts
Time - Noted
Turn – Continue arcing
Transition – descend to feet
Twist – 212 twisted in CDI
Talk – IAF inbound

37. Copter TACAN Rwy 21 LEAD RADIAL 30/DME = RADIAL LEAD. 30/9= ~3 radials
Lead radial is 035 for left turn inbound
‘CDI is coming alive’

38. Copter TACAN Rwy 21 6Ts COURSE INBOUND Time - Noted
Turn – Continue arcing
Transition – descend to feet
Twist – 212 twisted in CDI
Talk – IAF inbound

39. Copter TACAN Rwy 21 6Ts FAF Time - Noted Turn – Continue inbound
Transition – descend to 900 feet MDA
Twist – 212 twisted in CDI
Talk – FAF inbound

40. Copter TACAN Rwy 21 VDP Don’t descent below MDA until
past the Visual Descent Point
and runway in sight / safe to land
‘Gus wears a Hat’
VDP=GS (Glide Slope) over Height Above Touchdown

41. (PASTTGas & Gauges) MISSED APPROACH
Power – Add to climb (min of 200 fpm unless a higher climb gradient is published)
Attitude – set climbout attitude
Searchlight - Off
Turn – as needed
Talk – ‘Initiating missed approach’ or ‘Initiating climb out’ BIG DIFFERENCE FOR OTHERS SA
Gas - Note
Guages - check

42. Holding pattern in bold is considered
a portion of the full procedure approach

43. Feeder routes are part of the approach
Point in space approach

44. GPS Approach ‘ARM’ annunciation 30 nm from airport.
CDI sensitivity goes from +/- 5 nm to +/- 1 nm terminal sensitivity.
‘APPROACH’ mode at 2 nm from FAWP.
CDI sensitivity smoothly changes from +/- 1 nm to +/- 0.3 nm.
Activating missed approach will change back to terminal sensitivity of +/- 1 nm.
AIM p. GPS Familiarization.

45. GPS TERM <30 nm +/- 1 nm APR ~2 nm from FAWP +/- 0.3 nm
ENR >30 nm
+/- 5 nm

46. Partial Panel

47. Partial Panel…KISS Visualize: Where am I…tail of the needle at (DME)
What’s my current heading…wet compass
Where do I want to go…
Turn using mag compass (UNOS-Undershoot North / Overshoot South)
Update….continuously.

49. Timed Turns
1. For turns of 30º or more, a standard rate (3º per second) turn will be utilized. For turns of 29º or less, use half standard rate (1½º per second) turn.
2. To determine the time necessary for turns greater than 30º, divide the number of degree of turn required by 3, and this is the number of seconds required to turn.
3. For turns less than 30º, multiply the number of degree required to turn by 2/3, and this will be the time in seconds required to turn at a half standard rate.

50. Cancellation of an instrument flight plan does not meet the requirement for closing out the flight plan. When a landing report has been properly delivered, the flight plan will be considered closed out.

51. Misc Instrument Info
METAR TUTORIAL
AIM
FAR
INSTRUMENT FLYING HANDBOOK
AOPA Website Training

52. Questions????