Bristow Instrument Flying New

Instrument Flying Manual
IF/12/1 1 INTRODUCTION Purpose This Manual is intended to provide pilots with a reference for the techniques required to operate an aircraft under Instrument Flight Rules. It is particularly directed to pilots training for an Instrument Rating Qualification. See Appendix 1 for Course details. Publications In addition to this Manual, you are expected to read and familiarise yourself with the relevant sections of the following documents: Operations Manual The Air Navigation Order (or JAR Ops equivalent) The UK Air Pilot The Aerad Flight Guide or The Jeppesen Airways Manual Professional Pilots' Licences - JAR FCL Training Aids Initially, you will receive a number of lectures on the skills and techniques required which will be punctuated with short practical exercises in a Procedure Trainer. As the course a progress, more and more emphasis is placed on practical exercises and, at a suitable stage, these exercises may be conducted in a Flight Simulator appropriate to type. Finally, your training will be completed in the aircraft under the supervision of a Company TRI/TRE.
Combined PAAN Dec 2006

IF/12/2
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IF/12/3 THE INSTRUMENT RATING TEST
The privileges of the Instrument Rating (Helicopters) are specified in JAR-FCL 2.180. All applicants for the grant of an Instrument Rating (Helicopters) will be required to pass a flight test conducted by a CAA Flight Examiner. Under JAR-FCL 2, the flight (or Skill ) test is divided into six sections, failure in more than one of which will require a complete re-test. Failure in only one section will require a re-test of that section only. The six sections are: Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Departure General Handling En Route IFR Procedures Precision Approach Non-Precision Approach Abnormal and Emergency Procedures.
The Single-(SE) and Multi-Engine (ME) tests are the same, with the obvious exception that the ME test includes an engine failure procedure, which may be carried out in Section 4 or 5. However, a ME Upgrade from an existing SE Instrument Rating will consist simply of: 1. Departure 2. One Engine Inoperative (OEI) ILS 3. Go-around from DA/DH. -----------------------------------------------4. Non-Precision Approach 5. Unusual positions 6. IF Autorotation. At BHL Aberdeen, items 1-3 will normally be flown in the aircraft, while 4-6 are carried out in the simulator.

IF/12/4
Limits
The Limits set by JAR are as follows: Height: 100 feet generally + 50 ft / -0 ft starting go-round at DH + 50 ft / -0 ft at MDH / MAPt 5 on Radio Aids scale deflection on ILS azimuth and glide path 5 all engines 10 with simulated engine failure. 5 kts all engines + 10 / -5 kts with simulated engine failure.
Tracking:
Heading
Speed:
Limits (cont d)
Additionally you are required to: Operate the helicopter within its limitations complete all manoeuvres smoothly and accurately exercise good judgement and airmanship apply aeronautical knowledge maintain control at all times in such a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt.
The examiner will make allowance for turbulent conditions and for any abnormal circumstances, but as a candidate your task is to fly as closely as you can to these standards.

IF/12/5 Conduct of Test As candidate you should remember that forecast winds. are not actual winds. Even reported winds will vary with time and position. So while pre-planning is useful, once airborne you should have a flexible attitude of mind and fly what you find, not what you planned.
A successful IRT is as much about organisation as it is about flying. Have a plan for where you do checks, when you change Navaids etc. This, too, will not be possible to stick to exactly, but an existing plan can be modified, whereas no plan means chaos Do not have useless information displayed. At best it will distract you at worst positively mislead you. So when you come to Navaids in a checklist, review your selections and consider whether they are the best for that stage of the flight. Not just the ADF and NAV receivers either. Check that the HSI display is appropriate. For example, what is the Beam Bar indicating, an ILS or a VOR? Intelligent use of the checklist, in accordance with the Ops Manual, will assist in the overall management of the flight. There is guidance on this at the end of Chapter 15 Icing conditions are assumed throughout. Make regular checks for icing every 1000 ft when changing altitude or every 2 minutes otherwise.

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IF/12/7 2 ABBREVIATIONS Many abbreviations will be found in the documentation to be studied and some will be self evident. The following list is not intended to be complete but will help the candidate in the familiarisation process. aal A/D ADR agl App ARA ASR ATA ATC ATIS A/W BB BCP Cat. Ch C/L CLNC CON cont c/s CTA CTR DA DEP DH DME DOC DT or DCT D.THR EAT ELEV ETA ETD FAF FAP FAT FATO FL FM FPM FSD Above Aerodrome Level Aerodrome Advisory Route Above Ground Level Approach Airborne Radar Approach Altimeter Setting Region Actual Time of Arrival Air Traffic Control Automatic Terminal Information Service Airway Back Beam Break Cloud Procedure Category Channel Centre Line Clearance Consol Beacon Continuous Callsign Control Area Control Zone Decision Altitude Departure Decision Height Distance Measuring Equipment Designated Operational Coverage Direct Track Displaced Threshold Expected Approach Time Elevation Estimated Time of Arrival Estimated Time of Departure Final Approach Fix Final Approach Point Final Approach Track Final Approach / Take Off area Flight Level Fan Marker Feet per Minute Full Scale Deflection

IF/12/8 ABBREVIATIONS (cont'd) GP GS h Pa IAF IAS IF IFR IGS ILS IM IMC Kt L LLZ LMM LOM MAP mb MDA MDH Mkr MM MNR MOCA MORA MSA MSL NDB OCA OCH OM PAR PF PNF QDM QDR QFE QNE QNH RMI ROD RVR R/W Glide Path Glide Slope Hecto Pascal Initial Approach Fix Indicated Airspeed Intermediate Approach Fix Instrument Flight Rules Instrument Guidance System Instrument Landing System Inner Marker Instrument Meteorological Conditions Knots Locator Beacon (low powered NDB) ILS Localiser Locator/Middle Marker Locator/Outer Marker Missed Approach Point Millibar Minimum Descent Altitude Minimum Descent Height Marker Middle Marker Minimum Noise Route Minimum Obstacle Clearance Altitude Minimum Off Route Altitude Minimum Safe Altitude Mean Sea Level Non-directional Beacon Obstacle Clearance Altitude Obstacle Clearance Height Outer Marker Precision Approach Radar Pilot Flying Pilot Not Flying Magnetic Bearing to Facility Magnetic Bearing from Facility Altimeter will read Height Above Ground Datum Standard Altimeter Setting (1013.2 mb (H Pa) 29.92 ins Altimeter will read Altitude Above Sea Level Radio Magnetic Indicator Rate of Descent Runway Visual Range Runway

IF/12/9 ABBREVIATIONS (cont'd) SCA SDF SID SMAP SRA SSA STAR T. Lev TDZ THR TMA T/O TP UFN Var VOR wef Safe Clearance Altitude (for definition see Aerad Flight Information Supplement Section AER 16) Step Down Fix Standard Instrument Departure Standard Missed Approach Procedure Surveillance Radar Approach Safe Sector Altitude Standard Arrival Route Transition level Touchdown Zone Threshold Terminal Control Area Take Off Turning Point Until Further Notice Variation Very High Frequency Omni-directional Radio Range With Effect From
This list only covers the more common abbreviations encountered when operating IFR.

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IF/12/11 3 TRACKING One of the basic essentials of procedural instrument flying is the ability of a pilot to establish and accurately maintain (within 5) his aircraft on a particular magnetic track to, or from a radio beacon. In nil wind conditions, flying along a particular QDM is simply a matter of flying a compass heading exactly equal to the track. The RMI would display the scene as shown below:
In reality nil wind conditions very rarely occur so the heading flown must allow for drift. If the drift factor is a known figure then the heading to fly to maintain a given track is simply the QDM drift angle, the RMI now displaying, in a southerly wind, the scene as shown below:
Wind direction and speed, however, are not normally constant figures, so the heading flown will need to vary slightly in order to maintain a steady track. The size and direction of the heading variations will be dependent upon the variations in wind velocity and the distance of the aircraft from the navigation aid. Combined PAAN Dec 2006

IF/12/12 TRACKING (cont'd) Some simple rules will help the pilot to decide quickly and correctly which way to turn if a track error becomes apparent: a. When the RMI needle head is LEFT of the desired track turn to the left (or head LEFT) - see Figure 4-3 When the RMI needle head is RIGHT of the desired track turn to the right (or head RIGHT) - see Figure 4-4
b.
These rules apply only when tracking towards a beacon.
Desired track 090 so turn left
Desired track 090 so turn right
It is always preferable to anticipate drift rather than allow an aircraft to drift off track before making a correction. Anticipation of events can greatly reduce a pilot's workload. Anticipation must become a natural input and, with experience, we will learn the significance and end result when corrections which include a level of anticipation are applied. For example, the amount of anticipation required will vary dependent upon: a. Your distance from the overhead of the facility. The closer you are to the station, the faster will be the speed of rotation of the RMI needle. The angle through which the aircraft has to be turned. i.e. The greater the heading change, the greater the required anticipation

IF/12/13 Rule of Thumb Suggestion When tracking towards a beacon, always turn towards the needle head to correct an error. When tracking away from a beacon, the head of the needle will continue to point to the navigation aid and the tail of the needle will point along the desired track. The nil wind display for a track of 090 is shown below:
If drift is included in the problem the display would possibly be as shown below with the aircraft tracking 090 but flying a heading of 098 to compensate for a wind from the right of the desired track.

IF/12/14 Rule of Thumb Suggestion (cont'd) When a track error develops the pilot will again have to decide quickly and correctly which way to turn: a. When the RMI needle tail is LEFT of the desired track turn to the RIGHT - see Figure 4-7 below. When the RMI needle tail is RIGHT of the desired track turn to the LEFT - See Figure 4-8 below.
b.
These rules apply only when tracking away from a beacon.
Desired track 090 so turn right
Desired track 090 so turn left
When tracking away from a beacon, turn away from the tail of the needle to correct an error. Page 4.8 to this Chapter diagrammatically displays drift angles for an airspeed of 100 knots - however, be flexible. Remember that the wind velocity at altitude may not be as forecast so you must be prepared to modify your planned figures and "fly what you find". Track Interception A common in-flight requirement is to join a particular track to or from a beacon e.g. to join an airway. The quickest method to achieve a particular QDM is to fly an intercept track at 90 to that QDM. However, there is no progress towards the beacon. Alternatively, if we make the interception angle too small, the aircraft will not establish the desired QDM until almost overhead the beacon. An efficient interception is one which allows the aircraft to make some progress towards the beacon and also enables it to reach the desired track quickly. We need a rule which will assist the calculation of an efficient heading to turn on to when commencing the interception. Combined PAAN Dec 2006

IF/12/15 Intercepting a QDM In most cases an intercept angle of 30, relative to the QDM which the aircraft is actually on at the moment when the interception commences, provides the most efficient route. Allowance must be made for wind effect when deciding on the heading which will maintain this 30 interception track. Once the heading has been decided, the aircraft should be turned the shortest way round on to the new heading. The original heading, prior to commencing the interception, is not relevant to the calculations, only to the direction of the turn. When looking at the RMI to determine the QDM the aircraft is actually on before interception commences, it is possible to add or subtract 30 and therefore calculate the intercept track incorrectly. To avoid this, always choose the 30 on the opposite side of the RMI needle head to the desired QDM. e.g. If the RMI indicates 060, and the desired QDM is 090, the intercept track will be 030 (see Figure 4-9)
This technique gives an efficient intercept only within a relatively narrow segment about 45 either side of the required QDM. It may still be used outside this segment provided that, as the QDM is approached, the calculation is repeated until an efficient intercept is achieved. As the aircraft approaches the desired QDM it will be necessary to anticipate the turn on to the desired QDM. The level of anticipation required will vary dependent upon the distance from the beacon, wind effect, speed of aircraft etc. Start by anticipating the turn by 5 and, as you gain experience, you will learn to judge the turn on to a finer level.

IF/12/16 Five Steps We can summarise the suggested technique by listing five steps: 1. 2. 3. 4. 5. Mark desired figure (QDM) Look at actual QDM Calculate 30 either side of actual QDM Select track furthest away from desired QDM Turn shortest way to make good this track
Intercepting a QDR When intercepting a QDR, there can be less urgency attached to reaching the desired track, as the aircraft is moving away from the beacon. It is therefore possible to make better progress in the required direction and reach the desired track rather later. However, there will be specific instances where a greater degree of urgency will be placed on the need to reach the desired track and each interception should be fully reviewed in order to satisfy each particular case. In order to determine the intercept track, apply the 30 angle to the desired QDR figure. This will provide two possible answers. The correct intercept track will be the figure that is on the opposite side of the desired QDR to the present reading on the tail of the RMI needle. e.g. If the desired QDR is 090 and the RMI tail reads 140, then the intercept track will be 060 (Figure 4-10). Now turn the shortest way to the new heading. Remember, you have just calculated an intercept track, the heading to fly will have to be corrected for wind effect.

IF/12/17 Circumstances may arise where a greater degree of urgency has to be placed on intercepting the desired QDR - many Standard Instrument Departure routes provide typical examples. In such cases the angle of 30 used in Figure 4-10 just has to be increased in order to accelerate the intercept process. We could choose 45 or even 60 to achieve our goal - judge each case and make your calculation dependent upon the level of urgency. Figure 4-11 shows the same scenario but a greater degree of urgency has been placed on the intercept: desired QDR is 090, RMI tail reads 140, apply a 45 angle to calculate intercept track (answer 45).
Four Steps We can summarise the suggested technique by listing four steps:
1. 2. 3. 4.
Mark desired figure (QDR) Calculate 30 either side of desired QDR Select track which is furthest away from actual QDR Turn shortest way to make good this intercept track

IF/12/18 Tracking from Overhead When tracking to overhead a beacon followed by a turn to establish a new QDR from the overhead, it will be necessary to reduce the intercept angle due to the effect of the aircraft being very close to the facility. In this case, an intercept angle of approximately 20 (excluding any drift allowance) will be sufficient, depending on the angular difference between the inbound and outbound tracks.
NB: HSI: Use of Course and Heading Setting Facilities When a Heading Bug is fitted: i. It should not be used in procedural flying as a wind indicator ii. It may be used to indicate track or heading. The Course Set is usually associated with the required navaid.

IF/12/19 Table 4-1 Head/Tail Wind Components Windspeed - kts 0 0 10 20 30 40 50 60 70 80 90 5 5 5 5 4 4 3 3 2 1 0 10 10 10 9 9 8 6 5 3 2 0 15 15 15 14 13 11 10 8 5 3 0 20 20 20 19 17 15 13 10 7 4 0 25 25 25 23 22 19 16 13 9 5 0 30 30 29 28 25 23 19 15 11 6 0 35 35 34 33 30 27 23 18 12 7 0 40 40 39 38 35 31 26 20 14 8 0 45 45 44 42 39 34 29 23 15 8 0
Table 4-2 Single Drift Table Windspeed - kts 0 10 20 30 40 50 60 70 80 90 5 1 1 1 2 2 2 3 4 3 10 1 2 3 3 4 4 5 5 5 15 1 2 4 5 6 6 7 7 8 20 2 4 5 7 8 9 10 10 10 25 2 5 7 8 10 11 12 13 13 30 3 5 8 10 12 13 15 16 16 35 4 6 9 12 14 16 17 18 18 40 4 7 11 14 16 18 20 21 21 45 4 8 12 15 18 20 22 23 23
Single Drift (degrees) Note: These tables are intended for ground study rather than to be used in the air. Combined PAAN Dec 2006

IF/12/20 Calculation in Flight While the Drift Tables are useful in pre-flight planning, they are inconvenient to use in the air. The following method of mental calculation is offered, which will give results very close to the tabled figures.
First assess the Maximum Drift (MD). This is given by:
Wind Speed (knots) TAS (miles/minute) For a helicopter this is simple, as TAS will typically be close to 2 miles per minute, so the MD is wind speed, expressed in degrees. Having established MD, we need to know how much of the maximum actually affects us, on our track relative to the wind. To do this, we use the analogy of a clock face. 60/00
30 Figure 4-13 The segment marked represents a quarter of an hour. By calling the minutes "degrees", we can say 15 off our heading will give a quarter of Maximum Drift. Similarly 30 gives half MD, 40 gives two thirds MD and so on. Any wind at 60 or more relative to our heading is considered to give maximum drift. Example: Step 1: Step 2: Hold orientation Wind velocity 164/344 310/25 kts
Max Drift = 25 2 = 13 Wind Angle = 344 - 310 = 34 34 minutes is about hour so MD = 6 or more practically 7.
Answer: Single Drift in the Hold is 7. Compare this with the Table. A similar method is available for finding the amount of head/tail wind component to use in timing calculations. It is slightly less convenient as the extra step: "90 - Wind Angle" is necessary to change from an across track calculation to an along track one. Having done this however, the resulting angle is used on the clock face in the same way to obtain head or tail wind component. Combined PAAN Dec 2006

IF/12/21
The Holding Pattern

IF/12/22 Definition A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance. The shape and terminology associated with the standard pattern are shown in Figure 5-1.
a.
All turns are to be made at rate 1 (3 per second) or at a bank angle of 25, whichever requires the lesser bank. (The bank angle for a Rate 1 turn = IAS x 1.5 divided by 10). All holding patterns are orientated to the RIGHT unless otherwise instructed by ATC, or, as established at certain holding points. Outbound timing commences abeam the holding fix. If the abeam position cannot be determined, start timing when turn to outbound leg is complete. The outbound leg will be flown for 1 minute (still air) unless otherwise instructed by ATC. If the outbound leg length is based on a DME distance, the outbound leg terminates as soon as the limiting DME distance is attained. Figure 1 is a representation of a still air holding pattern - the 30 offset angle at the end of the outbound leg can only be correct in a still air scenario.
b.
c.
d.
e.
f.

IF/12/23 Corrections For Wind Effect Due allowance will be made by the pilot in heading and timing to compensate for the effects of known wind. Timing Corrections In determining the length of the outbound leg, a correction factor of one second for every two knots of wind component should be applied to the ABEAM or ON HEADING time. Example: If the wind in Figure 1 had been 090/20 the time for the outbound leg would be 1 minute 10 seconds from abeam. If the wind had been 270/20 the outbound leg would be 50 seconds from abeam. Drift Corrections In an East/West orientated hold with a wind velocity of 360/20 the drift for the outbound/inbound legs is approximately 10. If no correction for drift is made for the two 180 turns the hold will be shaped as in Figure 5-2.
To allow for the wind effect during the two turns an additional allowance of single drift for each turn is added to the drift on the outbound leg, making a total application of TREBLE DRIFT on the outbound leg. Assuming a wind velocity of 360/20 the resultant shape of the pattern will be as shown in Figure 5-3. Combined PAAN Dec 2006

IF/12/24 Drift Corrections (cont d)
By the same principle, if the wind velocity is 180/20, the shape of the hold will be as in Figure 5-4.

IF/12/25 Drift Corrections (cont d) It should be noted that the application of treble drift does not always produce a correctly shaped hold. In particular, when wind direction is within 30 of the QDM/QDR a drift figure of between double and treble will result in a correctly shaped pattern. As conditions will seldom be exactly as forecast, a certain amount of trial and error will be necessary before establishing the correct headings and times to fly. During a Flight Test the primary goals of the Holding Pattern are: a. b. To establish and track the QDM To time the outbound leg for one still air minute, adjusting the timing with knowledge of actual conditions.
Warning: Application of drift on the outbound leg does not normally exceed 45 i.e. an accurate hold cannot be expected in winds requiring such large drift corrections. Much of the workload in the hold can be reduced by using a good routine such as the following. Upon arrival over the holding fix: T - Time (Stop clock - check time - restart clock abeam) T - Turn (Rate 1 to outbound heading) T - Talk (Transmit to ATC - ref Page 7.2) T - Torque (Descend if appropriate and when cleared) Some differences of technique will be necessary if holding on a VOR. Read Chapter 13.

IF/12/26 4 THE HOLDING PATTERN - ENTRY PROCEDURES The entry into the holding pattern shall be according to the magnetic heading being flown at the holding fix, in relation to the three entry sectors shown in Figure 6-1. A zone of flexibility of 5 exists on either side of the sector boundaries.
The three sectors radiating from a facility are devised by: a. b. Extending the QDM through the facility and Drawing a line at 70 through the facility. For a right hand hold (STARBOARD) subtract 70 from the QDM. For a left hand hold (PORT) -add 70 to the QDM.

IF/12/27 Entry Procedures Sector 1 Procedure - Parallel Entry Having reached the holding fix the aircraft is turned on to an outbound heading which will parallel the QDR. The outbound leg is flown for 1 still air minute before turning into the holding side to intercept the QDM or return directly to the holding fix. NOTE: An examiner will need to know which technique is being applied. Figure 6-2 shows an example of a Parallel Entry.

IF/12/28 Sector 2 Procedure - Offset Entry Having reached the holding fix, the aircraft is turned onto a heading to make good a track making an angle of 30 from the QDR on the holding side. That heading is flown for a maximum of one still air minute before turning to intercept the QDM of the hold. NOTE: The outbound track is not necessarily a QDR.
Sector 3 Procedure - Direct Entry Having reached the holding fix, the aircraft is turned to follow the holding pattern. However, as the aircraft can be anything up to 110 off the QDM on arrival at the holding fix, considerable errors can be built into the procedure. It is necessary to make adjustments to the normal hold procedure if the aircraft crosses the holding fix displaced from the QDM by 30 or over. We will consider the problem from the nonholding side and from the holding side.

IF/12/29 Entry Procedures (cont d) Non-holding Side Procedure: If the aircraft arrives at the holding fix displaced by 30 or more from the hold QDM, it will be necessary to maintain the heading flown at the holding fix for 5 seconds for each 30 of displacement before turning onto the outbound heading. Timing is taken from abeam or, if this is not possible, from ON HEADING. Figure 6-4 shows an example of an aircraft approaching the facility at 90 to the inbound track. The heading flown at the facility will therefore be flown for a period of 15 seconds before turning to follow the holding pattern.
Holding Side Procedure: An aircraft can cross the holding fix at anything up to 70 displaced from the inbound track and must of necessity initially turn outside the still air holding pattern. Thus, if a Rate 1 turn was flown onto the outbound leg heading, the resultant hold would be flown inside the still air pattern. To compensate for this, the Rate 1 turn is stopped at 90 to the QDM/QDR for a period of 5 seconds for each 30 displacement at the facility. In Figure 6-5 the turn is stopped for 10 seconds due to the aircraft's heading of 210 at the facility

IF/12/30 Entry Procedures (cont'd)
The assessment of timing corrections and application of treble drift remains as for a normal hold.

IF/12/31 Entry Procedures (cont'd) As with all instrument procedures, the use of a "routine" or "aide memoir" can be a great help. The following examples may be of use: Example 1 - To Join a Right Hand Hold Assume the aircraft heading is 360 and the holding pattern is right hand with an outbound leg of 243 (QDM is 063). Look at the compass card. As it is a right hand hold, imagine a line across the card drawn at 70 to the RIGHT of the heading index to the centre of the card. The card is now in 3 sections, number them as you would for hold entry sectors. The section that the hold outbound heading falls in is the type of join required. In Example 1, a Sector 3 Direct Entry is required.

IF/12/32 Entry Procedures (cont'd) Example 2 - To Join a Left Hand Hold Draw a line across the card 70 to the LEFT of the aircraft heading. Hold entry sectors are again numbered (the smallest must always be Sector 2 and the largest Sector 3). The outbound heading falls in Sector 1, therefore a parallel entry should be flown.

IF/12/33 Entry Procedures (cont'd) Example 3 - Aircraft Equipped with an HSI This method is relatively easy to follow. Use the beam bar to lay along the line drawn at 70 to the aircraft heading and use the heading bug to lay on the outbound heading of the hold. Imagine a line drawn from the heading index to the centre of the HSI and read the entry procedure off the heading bug.
REMEMBER:
It is your heading at the facility which will determine your joining procedure.

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IF/12/35 5 RADIOTELEPHONY PROCEDURES It is important, particularly during IFR operations, to adhere to accurate and standard R/T phraseology. When visual separation of aircraft is not possible, your safety depends upon strict adherence to correct procedures. Procedures Read back: The following ATC instructions must be read back in full and concluded with a transmission of the aircraft Callsign. En Route Clearances Altimeter Settings Frequency Changes Heading Instructions Level Instructions Speed Instructions SSR Operating Instructions Clearance to enter or cross an active runway Clearance to Take-Off or Land VDF Information Acknowledgement: If an ATC transmission simply requires an acknowledgement, the transmission of the aircraft identification with no other word/phrase, is the correct procedure. Transmission of Time: When transmitting time by radiotelephony, only the minutes of the hour are normally required. However, if there is any possibility of misunderstanding, the hour is to be included. Position Reporting: circumstances: Position reports must be passed under the following
On reaching the limit of ATS clearance When instructed by ATC When operating helicopters in the North Sea Low Level Radar Advisory and Flight Information areas of responsibility At compulsory reporting points. The initial call after changing radio frequency shall contain only the aircraft identification and flight level. Unless otherwise instructed, a standard position report must contain the following elements: Aircraft Identification Position and Time Flight Level or Altitude Next Position and Estimated Time e.g. Exam 37 Glesk 23 FL 80 PTH 52

IF/12/36 NOTE: It disrupts ATC if the order of such reports is not closely adhered to, and the likely result will be a request for repetition The Holding Pattern: Aircraft need only make calls to ATC on initially passing over the beacon when joining the hold and when leaving the hold to continue en-route, or to commence an instrument approach. No other calls whilst holding are required, unless requested by ATC. Table 7-1 Example 1st Pass G-BHDC PS 4000 feet Entering the Hold Last Pass G-DC Leaving the Hold Or Beacon Outbound
Instrument Approaches: A standard list of Radio calls is difficult to list due to the variety of types of Instrument Approach that are liable to be encountered. A number of examples are shown below but do remember to always make the call that ATC has requested. Table 7-2 Radio Calls LOCATION Commencing the Initial Approach RADIO CALL 1. "Beacon Outbound" or 2. "Outer Marker Outbound" 1. "Base Turn Complete" or 2. "Procedure Turn Complete" 3. "Localiser Established" 1. "Fully Established" or 2. "ILS Established" 1. "Beacon Inbound" or 2. "Outer Marker Inbound" or 3. "4 DME" (or other DME fix designated) 1. "Going Around
Completion of the Initial Approach
Interception of Glidepath on ILS Approach Overhead Final Approach Fix
Missed Approach
Changing Altitude: Each time a climb or descent is commenced, ATC must be informed that the aircraft is leaving its present level or altitude, and again informed when the aircraft reaches its assigned level or altitude.

IF/12/37 NOTE: During Instrument Approaches this information need not be passed unless specifically requested by ATC. Summary The efficient use of radiotelephony depends to a great extent on the user. Over the years we tend to develop bad habits, so, to ensure we maintain a high standard of R/T discipline, the following points should be remembered: Listen out before transmitting Think before transmitting - know what you are going to say Avoid the use of excessive courtesies and verbosity Listen to the reply - do not assume it will be the expected acknowledgement: If in doubt about a clearance - recheck.

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IF/12/39 6 APPROACH PROCEDURES The design of an instrument approach procedure is, in general, dictated by the terrain surrounding the airfield, the performance of the aircraft and the type of operations contemplated. The type and siting of navigation aids in relation to the airfield will be influenced by these factors and also by any relevant airspace restrictions. An instrument approach procedure may have up to five separate segments: Arrival: Initial: Intermediate: Final: Missed Approach:
These segments begin and end at designated fixes but may, under some circumstances begin at specified points where no fixes are available. e.g. The interception of final approach may originate at the point of intersection of the designated intermediate approach altitude with the normal glidepath. Each segment of an approach procedure can be briefly defined as follows: Arrival: The part of the route from the point where an aircraft departs its en route phase and is cleared to an initial approach fix. The arrival route ends at the initial approach fix. Initial: This segment commences at the initial approach fix (IAF) and ends at the intermediate fix. During this phase the aircraft will adhere to the published track guidance and descent profile information. Intermediate: This is the segment during which the aircraft speed and configuration should be adjusted to prepare the aircraft for final approach. The segment begins when the aircraft is on the inbound track having completed its course reversal and ends at the Final Approach Fix (FAF). Where no FAF is specified the Intermediate Approach Segment becomes part of the Final Approach Segment. Final: This segment begins at the FAF and ends at the Missed Approach Point (MAP). State Minima After commencing descent in a procedure, it is possible that some, or all, subsequent charted altitudes/heights will be designated "State Minima". Note: AERAD and Jeppesen charts do not always make this clear. Where a state minimum is designated, it has a tolerance of -0 feet. Reference to the appropriate AIP will give the required guidance by use of the term "descend to not below". The term "not below" means State Minimum.

IF/12/40 APPROACH PROCEDURES (cont d) If the term "not below" is omitted the altitude/height in question is not a State Minimum i.e. "descend to" and has a tolerance of 100 feet. If in doubt, treat Intermediate and Final Approach segment heights/altitudes as a State Minima Missed Approach During this phase you are faced with the demanding task of changing the aircraft configuration, attitude and altitude. For this reason Missed Approaches are kept as simple as possible. The segment commences at the MAP and will provide protection from obstacles throughout the manoeuvre. Instrument approaches are divided into two categories, Precision and Non-precision. The Precision approach provides the pilot with guidance in both plan and profile e.g. ILS or PAR. The Non-precision approach provides guidance only in plan with advisory heights provided in written or spoken form. e.g. NDB, VOR or ARA. All approaches will follow the basic format previously discussed but there are many possible designs due to the variety of navigation aid positioning in relation to the airfield. Appendix A shows a variety of possible designs. In the diagrams the segments are shown as: A B * C * D E to to to to to B C D E F = = = = = Arrival Initial Intermediate Final Missed Approach
* In the case of Example 3 there is no FAF so there is no intermediate approach segment. Therefore: C to E = Final
Missed Approach Point If the required visual reference is not established a missed approach must be initiated at once in order for protection from obstacles to be maintained. The point at which the Missed Approach is initiated will vary dependent on the type of procedure flown. Possible examples are:

IF/12/41 Missed Approach (cont d)
1. 2. 3. 4.
Overhead a navigational facility A specified distance from the Final Approach Fix A fix (e.g. using DME) The point of intersection of an electronic guide path with the applicable Decision Height.
Figure 8-1

IF/12/42 The Instrument Landing System (ILS) The ILS is the primary approach aid at all major airports. The ground installation is constantly monitored by ATC and the CAA carry out regular calibration checks. There are various categories of ILS and these are fully described in Chapter 9. The system comprises of three main elements: The Localiser (LOC or LLZ) which provides tracking guidance along the extended centre line of the runway. The Glideslope (GS or GP), which provides vertical guidance towards the runway touchdown point, usually at a slope of approximately 3 to the horizontal. Marker Beacons, which provide accurate range fixes along the approach. On some ILS approaches, Locator Beacons (low powered NDB's) and/or DME fixes may be substituted for Marker Beacons and, in other cases, used in conjunction with Marker Beacons. Serviceability of the system can be checked by confirming the correct morse identification is heard and that the red warning flags adjacent to the LOC and GS indicators are not in view. Some aircraft have a built in test sequence so that the aircraft equipment can be fully tested before flight. The cockpit display will take the form of a deviation indicator with horizontal and vertical needles displaying glideslope and localiser information. Although the left/right indications appear similar to those for a VOR, it is vitally important to appreciate that the left/right indications for a Localiser are only relevant to the published centreline of the approach and are only in the correct sense when flying towards touchdown. Most Company aircraft now use a HSI (Horizontal Situation Indicator) and, with Localiser and Glideslope information superimposed on the RMI, the left/right indications will always read in the correct sense, regardless of whether the aircraft is flying towards or away from the airfield. Always select the track of the ILS final approach on the course set in order to interpret the correct sense, regardless of flying to or away from the field. The technique of flying an ILS beam will come easier if you can imagine flying down a cone towards its narrow end. Both needles become progressively more sensitive as the approach nears the touchdown point so the risk of over-correcting is high. When correcting Localiser or Glideslope errors, remember, "Small is Beautiful"!

IF/12/43 The Instrument Landing System (ILS) (cont d) The segments of an ILS approach are built up as described on Pages 8/39 and 8/40 but it is also possible for ATC to provide Radar Vectoring in order to position an aircraft on final approach. In such cases ATC will pass instructions on heading and altitude/height to fly -these must be read back and then accurately flown. ATC will ultimately advise the aircraft to adopt a "Base Leg" heading (at an angle to the final approach of between 30 and 45) and the pilot then mon itors his Localiser indications and completes his own turn on to the final approach. If you require a full technical description of the ILS there are many excellent text books available and the Training School will also be able to provide a fuller technical brief. The Non-precision Approach Any approach procedure which does not provide the pilot with electronically derived glidepath information is classified as non-precision approach. Examples of such a procedure are: NDB approach VOR approach Localiser only approach Airborne Radar Approach (ARA) All of these approaches provide the pilot with the means to display the aircraft's track electronically by a RMI needle, Track Bar or verbal instructions from ATC. The altitude/height of the aircraft in the procedure is determined by reference to a chart or from advice passed from ATC. Because of the greater demand on interpretation of approach limits, the minimum height to which a non-precision approach may be flown will always be higher then that for a precision approach. The lowest height to which an aircraft may descend in a non-precision approach is known as the "Minimum Descent Height" (MDH). Under no circumstances can an aircraft descend below this height unless visual criteria for landing have been achieved. For the purposes of the Initial Instrument Rating test the examiner will require you to fly a non-precision approach. This will normally be a NDB Approach, but he can substitute a VOR approach if no suitable NDB procedure is available. The Localiser only and ARA procedures will be covered during training but will not be part of the IRT. Pictorial examples of typical plan views of non-precision approach paths may be found on Page 8/3, Chapter 12 also provides guidance on the interpretation of a nonprecision approach.

IF/12/44 The Non-precision Approach (cont d) Procedures for use by Helicopters: The capabilities of helicopters can mean that the criteria designated for a particular approach segment can be easily exceeded. Pilots must be aware of the following situations when carrying out a procedure designated for Category A aeroplanes (see Page 9/1 ). Departures Straight departures: It is important that helicopters cross the Departure End of the Runway (DER) within 150 metres laterally of the runway centre line. Turning or omni-directional departures: Straight flight is assumed until reaching a height of at least 394 feet above the elevation of the DER. For a turn designated at an altitude/height, the turn initiation area begins at a point located 600 metres from the beginning of the runway. However, when it is unnecessary to accommodate turns initiated as early as 600 metres from the beginning of the runway, the turn initiation area begins at the DER and this information shall be noted on the departure chart. Final Approach The minimum final approach speed considered for Category A aeroplanes is 70 knots (IAS). A slower speed can result in the helicopter leaving its protected area during final approach and also risk a reduction of obstacle clearance in the missed approach segment. Therefore, speed should be reduced below 70 knots only after the visual references necessary for landing have been acquired. Rates of descent must be limited in accordance with the recommended profile in order to avoid losing obstacle clearance protection. CALCULATION OF APPROACH MINIMA Before investigating the method used to calculate approach minima, we must be aware of how both aircraft and approach aids are categorised. Aircraft Categories There are five separate categories of aircraft. The performance of an aircraft has a direct effect on the airspace and visibility needed to perform the various manoeuvres associated with an instrument approach procedure. The most significant performance factor is aircraft speed and categorisation is based on 1.3 times stall speed in the landing configuration. Category A Category B Category C Category D Category E Less than 91 knots IAS Between 91 and 120 knots IAS Between 121 and 140 knots IAS Between 141 and 165 knots IAS Between 166 and 210 knots IAS

IF/12/45 ILS Categories ILS ground installations are divided into three separate categories dependent upon the quality and accuracy of the transmitted signal and the standard of the associated approach and runway lighting. Category 1: Provides guidance down to a height of not less than 200 feet above the optimum point of touch down. Provides guidance down to a height of not less than 50 feet above the optimum point of touch down. Provides guidance down to the surface of the runway. This ILS category will normally require the aid of ancillary equipment within the aircraft.
Category 2:
Category 3:
Values of OCA/OCH are published on each approach chart for each relevant category of ILS. Under current regulations BHL aircraft may only use OCA/OCH values annotated against Category 1 ILS, even though the ground installation may be of a superior category.

IF/12/46 Calculation of Decision Height/Minimum Descent Height
1.
Obtain the stated OCA/OCH from the relevant approach plate for Category A aircraft and, if applicable, Category 1 ILS. If this figure is not to the nearest 10 feet, round up.
2.
Check that the figure is not less than the following basic minima, below which landings are not permitted. Table 9-1 System Minima for Non-precision Approach Aids
Approach Aid ILS (No Glide Path - LLZ) SRA (terminating at nm) SRA (terminating at 1 nm) SRA (terminating at 2 nm) VOR VOR/DME NDB VDF (QDM and QGH) System Minimum (ft) 250 250 300 350 300 250 300 300

IF/12/47 Calculation of RVR Table 9-2 Onshore Precision Approach Minima - Category 1 ILS
DH (ft) Full (1) 200 201-250 251-300 301 and above 500 m 550 m 600 m 750 m Facilities /RVR Intermediate (2) 600 m 650 m 700 m 800 m Basic (3) 700 m 750 m 800 m 900 m Nil (4) 1000 m 1000 m 1000 m 1000 m
Table 9-3 Onshore Non-Precision Approach Minima

MDH (ft) Full (1) 250-299 300-449 450 and above 600 m 800 m 1000 m (2) 800 m 1000 m 1000 m Facilities /RVR Intermediate Basic (3) 1000 m 1000 m 1000 m Nil (4) 1000 m 1000 m 1000 m
Notes: 1. Full facilities comprise FATO/runway markings, 720 m or more HI/MI approach lights, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings. Lights must be on. 2. Intermediate facility comprise 420-719 m HI/MI approach lights, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings. Lights must be on. 3. Basic facilities comprise FATO/runway markings, <420 m HI/MI approach lights, any length of LI approach lights, FATO runway edge lights, threshold lights and FATO/runway end lights. Lights must be on. 4. Nil approach light facilities comprise FATO/runway markings, FATO/runway edge lights, threshold lights, FATO/runway end lights or no lights at all. 5. When operating in marginal conditions, refer to operations manual part a section 8.1 for instructions on commencement and continuation of approach (approach ban).

IF/12/48 Calculation of RVR Table 9-4 Calculation of Airborne Approach Minima
Minimum Descent Altitude RADALT { DAY { NIGHT 400 feet BARALT NIGHT { DAY { 500 feet 200 feet 300 feet Missed Approach Point } } } } } 0.75 nm
NOTE: 1: NOTE: 2
If SINGLE PILOT add 100 feet to MDA with a minimum of 1 nm Decision Range. MDH. Must be no lower than 50 feet above deck elevation.
Calculation of Minima at RAF Airfields Aerad do not publish OCA/OCH information on approach charts for military airfields. In order to obtain the relevant minima at a military airfield refer to the "Green Pages" in Aerad titled: UK Operating Minima - RAF Airfields. Single Pilot Limitations - Onshore As per Two Crew Limitations except a minimum of 800 metres is to be applied on all approaches. However, if a suitable autopilot is used coupled to the ILS, then two crew limitations apply for ILS approaches.

IF/12/49 7 ALTIMETER MANAGEMENT
When under test, candidates are reminded that barometric altimeters in both RHS and LHS are their responsibility throughout the flight. Great care must be exercised in the setting of altimeters and any change of setting must be cross-referred to ensure accuracy. A systematic approach to altimeter checks will greatly reduce the risk of an incorrectly set subscale. The configuration for the various stages of a flight can best be shown in tabular form. Table 10-1 Flight Configuration CONFIGURATION Before Take-off After Take-off Climb Transition Altitude En route (below transitional alt) En route (above transitional alt) Initial Approach Final Approach Missed Approach HANDLING PILOT QNH QNH QNH 1013 QNH (reg) 1013 QNH QNH QNH NON-HANDLING PILOT ZERO QNH QNH QNH Reg/Area QNH area QNH Reg/Area QNH QNH QNH
NOTES: 1. Providing the aircraft has been cleared to climb to a Flight Level, 1013 mb may be set below the Transition Altitude. 2. The term QNH used in the table means Airfield QNH unless otherwise specified. 3. The term Reg. QNH is the pressure setting obtained from the UK system of Altimeter Setting Regions as set out in the United Kingdom AIP Section RAC Page 2-1. 4. The term Area QNH is the pressure setting for a particular sector giving the most accurate measurement of actual altitude. This setting should be updated at least every 50 nm. Altimeter Checks Altimeter Checks are to be conducted in accordance with the aircraft checklist and Operations Manual Part A. Details of Altimeter checks are included in this Manual at IF/14/1.

IF/12/50 Altimeter Checks (cont d) Whenever an altimeter setting is changed, a formal comparison between altimeters should be carried out to ensure that the readings and the differences (if any ) between them, are logical. For this purpose, use the following Rules of Thumb; a. b. On the same mb setting, all altimeters should read within 60 feet of each other. On different mb settings comparison should be made using the simplified form of 1mb = 30 feet.
If these routines are carefully followed, an incorrectly set mb subscale will immediately be detected. BHL Pilots must also familiarise themselves with the relevant section of the Operations Manual. Radio Altimeters Regulations covering the use of Radio Altimeters are published in the Operations Manual, Part A Section 8.3. Pre-flight checks of altimeters must be completed in accordance with Chapter 14 of this Manual. Providing they are satisfactory, it can be assumed that the Pilot Flying's altimeter is accurate for IFR flight reference.

IF/12/51 8 REVERSAL PROCEDURE During the flying of an instrument approach, it is normally necessary to complete a course reversal turn in order to establish your final approach. The types of manoeuvre employed are specified for each approach procedure and must be strictly adhered to. The recognised manoeuvres each have their own airspace characteristics and to remain within the airspace provided requires careful interpretation of the charted procedure and strict adherence to the directions and timing specified. The individual manoeuvres are:
Procedure Turn (45) This consists of a specified outbound track and timing from the radio facility, a 45 turn away from the outbound track for 1 minute, followed by a 180 turn in the opposite direction to intercept the final approach track. Procedure Turn (80) This consists of a specified outbound track and timing from the radio facility, an 80 turn away from the outbound track, followed by a turn of 260 in the opposite direction, to intercept the inbound track. This manoeuvre is an alternative to the 45 procedure turn unless specifically excluded. However, if a choice exists, it is recommended that the 45 procedure is used due to the small radius of turn of helicopters.

IF/12/52 Base Turn This consists of a specified outbound track and timing from a radio facility, followed by a turn to intercept the final approach track.
Racetrack Procedure A racetrack procedure consists of a turn from the inbound track through 180 from overhead the facility. Outbound timing commences from abeam the facility and may be for 1,2 or 3 minutes followed by a turn in the same direction to establish the final approach track.
As an alternative to timing, the outbound leg may be limited by a DME distance or an intersecting radial. Racetrack procedures are used where sufficient distance is not available in a straight segment to accommodate the required loss of altitude and when entry into a procedure (or base) turn is not practical. They may also be specified as alternatives to procedure (or base) turns in order to increase operational flexibility.

IF/12/53 Racetrack Procedure (cont'd) Aircraft are expected to enter a racetrack procedure in a manner comparable to that prescribed for entering the hold, with the following considerations: Offset Entry: The time on the 30 offset track shall be limited to 1 minute 30 seconds after which the pilot is expected to turn to a heading parallel to the outbound track for the remainder of the outbound time. If the outbound time is only 1 minute, the time on the 30 offset track shall also be 1 minute. Parallel Entry: The aircraft shall not return directly to the facility without first intercepting the inbound track when proceeding to the final segment of the approach procedure. Entry to Reversal Procedure Unless the procedure specifies particular entry restrictions, reversal procedures shall be entered from a track within 30 of the outbound track. However, for base turns, where the 30 entry sector does not include the reciprocal of the inbound track, the entry sector is expanded to include it. Racetrack entry procedures should be treated as for joining the hold.

IF/12/54 General Information a. Due allowance for the effects of known wind will be made by the pilot in both heading and timing to achieve correct tracks. b. Times and/or distances to be flown from the radio beacon to commencement of turn will be shown on the chart. c. Reversal procedures must be flown on the same side of the approach path as shown on the chart. The turns are designated LEFT or RIGHT accordingly, dependant upon the direction of the initial turn.
NOTE: Users of Aerad approach charts should be aware that all reversal procedures are taken to be 45 Procedure Turns unless otherwise designated.

IF/12/55 RACETRACK PROCEDURES
Chapter 11A, Reversal Procedures gave an outline of the definition and rules applying to Racetrack Procedures (RPs). This is sufficient for general purposes and puts them in their proper context as a form of Reversal. This Chapter is intended to provide more depth (a) for those who are interested and (b) because they are becoming more common in published procedures. Racetrack Procedures are generally poorly understood, despite having been in existence for several years now. Yet understanding how to apply them can allow you to carry out a much more expeditious approach, benefiting the crew, the passengers, ATC and (of course) the Company. At the same time, there are some disadvantages and traps to be aware of. For BHL pilots, the most readily available source of information on Racetrack Procedures is the Aerad Flight Information Supplement. This describes RPs, at page AER 68, para 2.4 as a new type of Intermediate Procedure . As the source for this is PANS-OPS Vol1, dated 1993 they are not that new!
Essentially, Racetrack Procedures allow you to use Hold Entry techniques to fly a course reversal pattern so as to put the aircraft onto the Final Approach Track (FAT) without needing first to enter the hold. In other words, you are Beacon Outbound on the joining leg. Identifying A Racetrack On a chart, a Racetrack is an oval shape like a Hold. In fact, a Hold can be the smallest kind of Racetrack. They can also be elongated to more than 10 miles. On Aerad charts, they are easily identifiable by the thick Intermediate Approach line, but note that in the AIP they only carry a thick line where they are the Main Procedure . Some Racetracks are extensions to holding patterns which act as Alternative Procedures and so do not carry the thick line.

IF/12/56 Identifying A Racetrack (cont d) A better way to identify a Racetrack is that its inbound leg (a) lies on the Final Approach Track AND (b) includes the Final Approach Fix (or Point). Obviously, a one minute Hold at 2000ft, based on a beacon on the airfield and aligned with the FAT will not serve as a Racetrack as there would be insufficient space to descend. The examples below show how Racetracks vary in size. A standard one minute pattern at Aberdeen, and a 12.1 nm pattern at Glasgow. But both conform to the condition described.
Aberdeen ILS/DME 16 Fig.11A 1
Glasgow ILS/DME 23
It should be noted that the Hold at GLW could not be treated as a Racetrack, because although the Inbound Track aligns with the FAT, it does not include the FAF and would therefore not allow room to descend. It is only the extension to the hold which is a Racetrack, whereas in the Aberdeen example a Racetrack is formed without an extension to the hold because the FAF is included.

IF/12/57 Entry Procedures The chief advantage of RPs is they allow arrival from any direction, rather than having to be within 30 of an outbound leg. Entry sectors and join patterns are the same as those for the Hold. The same allowances are made for wind and approach angle. Parallel. An important limitation is imposed on parallel joins. The FAT must be achieved before the FAF. There is no question of going direct to the beacon as in a parallel join to a Hold. This obviously makes sense, as the aircraft must be stable on track before commencing the final descent. This shows up a disadvantage of RPs. Take the case of Aberdeen, illustrated above. The short (1 min) parallel leg only allows enough room to establish if the wind is favourable. Failure to achieve it will result in a short notice entry into the hold inconvenient to ATC and wasting time. In the case of Glasgow, the FAF is at 8.9d (ILS). The parallel leg has to extend far enough to allow the FAT to be achieved by 8.9d. However, the parallel cannot extend beyond the limit of the procedure, which in this case is 12.1d. This leaves 3.2 nm, which is just enough room to achieve the FAT in normal wind conditions. In UK, the AIP advises against (but does not prohibit) using Sector 1 to enter a RP (ENR 1-5-4, 3.14) because of this very problem. However, in many cases overseas (and increasingly in UK) the procedures are drawn to allow all entry sectors to be used. Offset. As described in Ch.11A, the time on the Offset leg of a Sector 2 join is limited to 1m 30s. This is the same as the maximum time on an offset join to a Hold, above 14000 ft. At these altitudes turning circles are very large. The length of the Offset leg sets the displacement of the aircraft from the FAT so that it has room to turn on to it. Therefore, for helicopters, the 1m 30s rule may be disregarded. Timing will always be 1 minute (still air) at helicopter speeds and altitudes. After that, the aircraft is turned to parallel for the remainder of the time, or the appropriate DME limit. Direct. The difference between RPs and Holds in a Direct entry is that Outbound timing starts abeam the facility, or on attaining the outbound heading, whichever is the later . (PANS-OPS Vol1 Ch 3, para 3.3.3.5. My italics).

IF/12/58 Outbound Leg The chief disadvantage of RPs is that in almost all of them there is no track guidance on the outbound leg. This is always a problem with a procedure which uses an extension to the outbound leg of a hold, as it is not tracking directly to or from a beacon. In the case of the Glasgow example, drift errors may be quite large by the end of the outbound leg, leading to further difficulty in achieving the FAT in the short space available (see above). For this reason, the preferred option for an approach should always be a Base Turn or a Procedure Turn where these are specified as a main or alternative procedure. On the subject of drift, it is particularly important to remember that a 1 minute Racetrack requires 3x drift, a 2 minute racetrack requires 2x drift and anything over 2 minutes requires single drift on the outbound leg. Air Traffic Considerations Racetrack Procedures fit best into a Procedural environment, in which ATC are not concerned with how you get into a Procedure, only with clearing you for the various stages. In a Racetrack, you are Beacon Outbound when you cross the beacon to start the joining leg, be it parallel, offset or direct. Base Turn Complete is when you establish on the FAT (or Localiser Established in the case of an ILS). In a radar environment, RPs are more problematical. Modern controllers, unless they are based at a Procedural airport, have little training in Procedural methods. The parallel join especially, will cause some confusion as they watch the manoeuvre on radar. It is also unlikely that an RP will be more expeditious than a radar pattern. The only occasions on which it should be necessary to fly RPs in a radar environment are training flights. In this event it is well to brief ATC on your intentions, and to pick a quiet time for the flight. Summary Advantages: Disadvantages: RPs allow omnidirectional arrivals and so save time. Timing point different from Holds Parallels must establish FAT/LLZ before FAF/FAP No track guidance on O/B leg, with drift a problem on long RPs. Not suitable for Radar environment

IF/12/59 APPROACH PLATES
Approach Plates are amended weekly. You must not use out of date plates. If photocopies are used, they must be up to date and unmarked for test purposes.
Proficiency in reading Terminal Charts (also known as Plates ) is an essential part of IFR operations. There are many publishers of approach charts, using different national AIPs as their source documents, and with their own layout and conventions. This company uses Aerad charts in Europe, but Jeppesens and other types elsewhere in the world. Differences are relatively easy to identify if one has a good knowledge of one type as a basis for comparison. Therefore, the following chapter (12A) contains a detailed guide to the Aerad product, which is the first one pilots taking IFR training with Bristow will meet. Chapter 12B indicates the more important differences to be found in Jeppesens. It is necessary to understand 12A before studying 12B. AERAD The Aerad Flight Information Supplement contains a section (Pages AER ) on Aerad charts; their specification, legend and definitions. In year 2000, Aerad made major changes to the appearance and content of their charts. The AER pages are the place to find detailed information on both Pre- and Post- 2000 formats. What follows describes the newer format. Each aircraft contains an Aerad Flight Guide, which is a volume of charts appropriate to its area of operations. These charts are arranged in alphabetical order of airfields and each airfield s charts are in order of chart identifier. The chart identifier is a 2 or 3 digit code describing the kind of information to be found in it. This allows charts to be kept in a standard order and therefore easily located for use or amendment.

IF/12/60 The meanings of the first letter of the identifier are as follows: A Aerodrome briefing and advisory notes. Temporary charts. B Special Procedures C Noise Abatement D Aerodrome chart E Taxi chart F Ramp chart G Standard Instrument Departures (SID) Outbound Routes. Departure Terrain H Arrival or Standard Arrival (STAR) Inbound Routes. Arrival Terrain. K Terminal. Radar Procedures. Terrain clearance. M ILS Approaches (incl. Localiser-only) N VOR Approaches P NDB Approaches Q VDF T Helicopter Procedures V Visual
This letter is followed by a number showing the place of that chart within its group. Finally, on plan diagrams which extend beyond the immediate vicinity of the airport a letter, either M or C will be shown. This indicates the method of showing terrain clearance, either by MSA Contour Envelopes (M), or Contours (C). BHL has opted for the MSA Contour Envelope system, so the final letter will be M . This system is described more fully at Page 12A/10.

IF/12/61 AERAD (cont d) Looking at a particular aerodrome the first page one finds is coloured green and has the identifier AH1 or AH2 with no suffix, because it is text only. This page contains the helicopter minima details for all the approaches at that aerodrome in various conditions of runway lighting. The example below is for Dundee. Note that as Dundee only has Basic approach lighting (see page IF/9/3), RVR minima can only be found on the columns headed Basic , or No ALS as Dundee is not equipped with a longer Approach Lighting System.
Fig 12A -1

IF/12/62 AERAD (cont d) The next plates are those with identifiers A,B or C, and are self-explanatory test instructions or advice. Even so, some aspects of these are worth noting carefully. Plates A : These are printed on yellow paper as they show Temporary or sometimes Trial Procedures. These should not be flown without careful study of the notes, as they may be only for use by authorised crews or under very particular conditions. Plates B : These are Special Procedures relating to such matters as; details to be given when requesting Start Clearance, general rules applying to Arrivals or Departures (for which there is no room on SID or STAR plates), or restrictions on training flights. Plates C : A straightforward description of Noise Abatement Procedures, usually just text, but occasionally a chart or diagram is provided. A point to note is that noise procedures may apply to arriving as well as departing traffic. Fig 12A 2, Plate C1 for Aberdeen is typical.
Fig 12A - 2

IF/12/63 AERAD (cont d) After this, we come to the charts themselves. These all start with a strip of information at the top which sets the context for the chart. To understand what is meant by this, compare the top strip of a D chart (Fig 12A 3) of a small airfield, with that of an M for an international terminal (Fig 12A-4).
Fig 12A - 3 The aerodrome strip, shown above, contains the information you need when reading a ground map of the airfield. Elevation, Variation and the co-ordinates of the Aerodrome Reference Point are shown and, as always, the chart date and identifier are at the right hand end of the strip. Only one frequency, Tower, is relevant at this stage, so only that frequency is shown.
Fig 12A - 4 In the ILS plate, elevation and variation are still relevant, but additionally Transition Altitude and Transition Level information can be found, as well as the frequency and ident of the main Navaid used in that approach. During the course of the approach, several RT frequencies will be used, so they are shown on the lower line of the strip. So, the information contained in the top strip will vary according to the way that plate is to be used. Let us now look at the graphical part of each type of chart in detail. Plates D : The Aerodrome Chart. Used for reference, orientation and ground manoeuvring (unless a separate Taxi Chart is provided). A map of the Runways, Taxiways, Aprons, Buildings and Lighting, with any significant topographical features out to an appropriate distance beyond the aerodrome boundary. It is orientated to True North and has Lat / Long marks around the edge and a Feet / Metre scale on the plan. Threshold co-ordinates can be found here, and underneath the map are tabulated runway data.

IF/12/64 AERAD (cont d) Notes relevant to Ground and Visual Circuit operations appear at the foot of the page. Again, Inverness provided a good example of the type, shown at Fig 12A 5.
Fig 12A - 5

IF/12/65
AERAD (cont d) Plates E : Taxi chart. This is self-explanatory and shows all aprons, taxiways, holding points, etc. Some detail, or amplifying notes, may be in text form. Plates F : The Ramp chart shows aprons in more detail and displays individual parking stands. At larger aerodromes there may be considerable text information amplifying parking details plus co-ordinates for each stand for GPS / INS purposes. As these charts (E and F ) are orientated according to layout, rather than geographically, they also carry a True North symbol.
Fig 12A

IF/12/66 AERAD (cont d) Note: All the following charts have a vertical dimension. Bold type refers to Altitudes (QNH) and normal type to Heights (QFE). Plates G : Standard Instrument Departures (SID). A SID allows what is often a complex procedure to be given a short, simple name, so that it may be easily referred to on RT and studied before take-off with less possibility of misunderstanding. Therefore, because departure details are not spelt out in the clearance, SID charts demand maximum familiarity and understanding. The chart is divided into four sections: Title Strip, Plan View, Notes, and Narrative Title This conforms to the description of title strips already given.
Plan View The plan view of an SID may cover a very large area, so is not drawn to scale, nor does it show topographical features. The departure tracks are shown in heavy print, with the SID name appropriate to that track in a box beside it. Significant Navaids are given by standard symbols, including frequency, Ident letters, the Morse code for the Ident, and co-ordinates. An MSA circle is shown, giving an MSA calculated out to 25nm usually from the Aerodrome Reference Point (ARP), but exceptionally from a designated Navigation aid. No other terrain avoidance information is given. Of critical importance are the altitudes shown in boxes at various stages for the SID. These have an underline for not below , a line above for not above , and a line above and below for at the stated altitude. In addition, a reverse type (white numbers, black background) lozenge shape contains the altitude considered to be the first potential altitude bust . All these altitudes have to be strictly adhered to unless otherwise cleared by ATC. Notes Narrative Self-explanatory amplifying notes. This is a most important section of the chart, as it contains a narrative description of the procedure to be followed. Careful study of this section will usually clarify the Plan View and help to avoid any pitfalls it may contain.

IF/12/67 AERAD (cont d) Edinburgh Plate G1 is illustrated and shows most of the points referred to. Note especially the relative ease of understanding the narrative section at the very bottom of the chart.
Fig 12A - 7

IF/12/68 AERAD (cont d) Plates H : Arrivals or Standard Arrivals (STARs). Standard Arrivals are more relevant to the busier airports and are mainly designed for fixed wing aircraft, typically describing a procedure that covers over 100nm. Like SIDs, for this reason they are not drawn to scale, nor do they show topographical features. There are, however, Copter arrival procedures at some airfields. These are quite rare, and at the time of writing still in the Pre-2000 format, so no detailed description will be offered here. It is sufficient to say that they are in Plan diagram format, and are straightforward to understand. Plates K : Radar Procedures. These are shown as plan diagrams, or tabulated data, or a combination of both. Be aware that the RVR minima given are JAR OPS 1, that is fixed wing minima. Radar Procedure minima for helicopters are found on the green page AH1 , already referred to. Plates M to P : Now we come to the Approach Charts proper. These are all divided into four parts, as follows: Title Strip Plan View Profile View Minima and Notes Title As described already with the addition, in brackets after the name of the approach, of the aircraft categories covered by that chart. Some charts cover all categories, some only one. It is a common error to use charts for the wrong category. The chart is drawn to scale (1:500 000) and has a standard 10nm range ring around the ARP. It shows topographical features and an MSA circle like the other charts, but additional terrain clearance information is provided in the form of MSA contours . The Aerad Flight Information Supplement refers to them as Safe Clearance Altitudes , and it is important to recognise that these are not MSA s in the sense of including relief data 5 miles beyond the position marked. The altitudes are however, calculated according to standard MSA clearance above terrain and obstacles. The figures shown are Safe Altitudes in 100s of feet, and may be used for reference and terrain awareness in the procedure.
Plan View
Onto this background is laid the plan of the procedure itself, showing relevant Navaids with Ident letters, the Morse code for the Ident, and Coordinates, Tracks, significant DME ranges and any other information there is space for. Such information is shown in the notes if it would clutter the map too much.

IF/12/69 AERAD (cont d) There are too many differences of detail in chart conventions to cover everything here, and continuing study over the years is necessary for full familiarity. However, there are a couple of general points, which should be noted to make things easier. First, pay careful attention to the thickness of the Track lines. Thin lines show Holds and Initial Approach tracks. Thick lines show Intermediate and Final Approach tracks. Dashed lines show Missed Approach Procedure tracks. Other tracks are shown by various other kinds of line (such as that marking the arc procedure in Fig 12A 8). This knowledge can be used to avoid pitfalls such as that contained in the Aberdeen 34 ILS, shown below:
Fig 12A- 8

IF/12/70 AERAD (cont d) It is worth following this potential pitfall a little further, as it illustrates the level of care needed for correct interpretation of the charts. The problem is expressed in the question. Why can t I arrive overhead the ATF, fly a Parallel or Offset join and once established on the inbound QDM, continue on the localiser to land? Study of the track lines shows that the sequence of the procedure is: Initial Approach Fix (ATF) followed by Initial Approach Track to abeam the beacon, then Intermediate Approach Track, then turn right back to ATF, then Final Approach on the ILS from the Final Approach Point at 7 miles. ATC will assume when sequencing aircraft for approaches, that they will follow this procedure. Naturally, if there is no other traffic, they may allow short cuts but pilots must be aware of the basic procedure as that is what they must follow in the absence of specific clearance to do otherwise. Holds. Note that , whereas procedures are drawn at 180kts, Holds are drawn at 220 kts. They therefore appear to cover much more ground than would be the case in helicopter. Entry sectors are shown by pecked lines. Minimum altitudes for the hold are shown, but be aware that these are sometimes lower than the altitude for starting the approach procedure. This is because the lowest altitude is reserved for aircraft which are returning to the hold from a missed approach. Arcs. Altitude information around an arc can be confusing, as it has changed significantly from the pre 2000 format. Altitude boxes are now shown against the radial which marks the start of each segment of arc. Like any other fix altitude, they indicate the altitude that applies at that point. So, in Fig 12A 8, on the 20 DME arc altitude must be not below 3200 ft passing the 189 Radial, at 2500 ft by the 174 Lead Radial and so on. Notes. Look out for black spots containing white numbers. These refer to explanatory notes, which can be read in the lowest strip of the chart. They often contain vital information.

IF/12/71 AERAD (cont d) Profile View
Fig 12A - 9 This is self-explanatory, but it often clarifies parts of the plan view, which may be unclear. The FAF or FAP is easier to find on the profile as are many of the vertical elements of the approach. Although the eye is naturally attracted to the plan view, the profile should not be under-rated. It will always contain a reverse type block showing the first potential altitude bust . A couple of Frequently Asked Questions concern some of the abbreviations used in this part of the plate. QFU is the magnetic orientation of the runway. MEHT is the Minimum Eye Height at the Threshold. Using any visual glidepath indicator (e.g. PAPIs, VASIs, etc) when you are showing on glidepath this is the lowest height you can be as you cross the threshold. RDH is only shown on ILS plates, and stands for Reference Datum Height, which is the height of the ILS Glidepath above the threshold.
Note also that you can find here the millibar correction to apply to the QNH in order to obtain the QFE.
Minima and Notes

IF/12/72 Fig 12A AERAD (cont d) The Minima (Decision Height or Minimum Descent Height) are shown, according to aircraft Category. A minimum RVR is also shown, but as for Plates K , BEWARE, as this is a JAR OPS 1 (i.e. Fixed Wing) figure. The only place to find the correct figure is on the Green Page, Plate AH1, which is calculated for helicopters under JAR OPS 3. The columns referring to Circling Minima may be ignored, as these do not apply to helicopters. Note 1 in the above example is a good illustration of how important it is to pay careful attention to this part of the plate. Those notes numbered within a black spot refer to similar numbered spots on the graphical parts of the chart. The example above is unusual, in that it shows Advisory Altitudes / Heights in a table at the right of the section. These apply to non-precision approaches and therefore should not, strictly, be shown here. The foregoing describes Plates M to P , Approach Charts generally. More specific notes on each type is given below. Plates M , ILS procedures. Figures 8 to 10 above are taken from an ILS plate Note the Localiser arrow showing the Localiser QDM. The point where the Intermediate Approach intercepts the glidepath and becomes Final Approach is designated Final Approach Point (FAP). This does not have quite the same meaning as Final Approach Fix (FAF) in a non-precision approach, as it does not mark a point where an immediate descent may be made to the next Not Below height. Note the GP Altitude / Height figures shown at 4 miles and 1 mile in Fig 12A 9. They do not have underlines and are, therefore, not Not Below heights. The purpose of these fixes is to allow you to verify the glidepath / altimeter relationship (ICAO PANS OPS document). In other words, if you are on glidepath, that is what the altimeter should read. If it doesn t you may need to check the pressure setting, the instruments, off flags and so on. A 1 mile fix is really too late for any practical use, but a check should be made at any earlier fix. 10

IF/12/73
AERAD (cont d) Plates N, P and Q. These are for non-precision approaches, N for VOR, P for NDB, and Q for VDF procedures. These contain the standard information already described, plus the Final Approach Fix and the Missed Approach Point (MAPt) both of which are only required for non-precision approaches.
Fig 12A - 11

IF/12/74
AERAD (cont d) A non-precision approach, by definition has no glidepath signal. Therefore, where there is a DME associated with the approach, guidance is provided in the form of a table which relates distance to height (or altitude) to define a nominal, constant slope, approach. That is its only purpose, and it is advisory. Although BHL policy is to follow this nominal glidepath , the legal position is that descent on the final approach is limited only by the MDH and any intervening Step-Down Fixes (SDF). Thus, in Fig 12A 11 above, there is a SDF at 3 nm / 750 ft (QFE). An aircraft on passing the FAF at 5 miles can, strictly speaking, descend to 750 feet (QFE) at any convenient rate. It can only descend further, to MDH, once it has passed the 3 DME point. An aircraft following the Advisory Height table will be at 880 ft (QFE) over that fix, which is well above this Not Below height. Plates P , NDB charts do not differ very much from VOR charts, but the example below is included to illustrate a procedure which does not use a DME. In the bottom left of Fig 12 A 12 is a block showing the timing from the FAF to MAPt at various groundspeeds (GS). This is normally provided anyway, in case of DME failure.
However, for an intentionally non-DME procedure, advisory glidepath information is given in the form of a table of height (or altitude) against time, again for various groundspeeds. This can be seen at the lower right hand side of Fig 12A 12.
Fig 12A
12

IF/12/75
AERAD (cont d) Plates Q , VDF, are similar although the nature of the approach does not require an advisory height table. Plates T , These are Helicopter procedures and usually take the form of a chart with topographical features and special approach lanes, plus notes describing any particular rules for using them. Plates V , Visual procedures. Similar to Plates T . The preceding pages are intended to give an introduction to the interpretation of Terminal Charts and point out the more serious pitfalls. These charts continue to evolve and there is, therefore, a need to continue to study and understand them. Finally, they are produced by fallible human beings and can contain errors. Pilots must crosscheck against other sources, particularly national AIPs, wherever possible.

JEPPESEN PLATES Jeppesen information is organised differently from Aerad. Whereas Aerad provide separate Flight Information Handbooks, Regional Supplements and Approach Plates, Jeppesen include all the information in their Jeppesen Airway Manual . This sub-chapter is concerned with comparing Terminal Charts from Jeppesen with those already described from Aerad. Therefore, it will not go into detail on the other Sections of the Jeppesen Manual. However, for background, those Sections are as follows: Introduction: This contains a Glossary of Terms used in the Manual and various chart legends. Charts and Notams: An abbreviated NOTAM service, which highlights significant changes affecting Jeppesen charts. En-Route: Contains En-Route charts and en-route planning information such as SSR procedures, Standard Routes, Division of Airspace and so on. Terminal: Contains Terminal Area charts and State Minima information. Radio Aids: Has a useful explanation of the various types of Radio Navaid, plus data on actual installations worldwide. Meteorology: Definitions and Met. Codes. Lists Broadcast stations and Met. Stations. Airport Directory: Lists airports within the coverage of the Manual. Airport positions, elevations, runway details, lighting, fuel and so on. Tables and Codes: Altimeter setting, conversion tables, Notams, Snowtams, sunrise and sunset, etc. Air Traffic Control: Describes basic ICAO procedures and Rules of the Air. Goes on to describe National procedures by individual states. Entry Requirements: Specific State regulations concerning Passport and Visa requirements and Aircraft Entry requirements. Emergency: Defines and describes basic ICAO emergency procedures, then lists individual State s differences. Next are the Terminal Charts for each airfield, which we will examine in more detail.

JEPPESEN PLATES (CONT D) SID/STAR. So that a direct comparison can be made, compare the Edinburgh SID chart reproduced below, with the same chart form Aerad (fig, 12A-7).

JEPPESEN PLATES (CONT D) The fact that this is a SID plate is established by the designator in reverse type in the top right hand corner. STAR, Noise, and Departure are other charts designated in this way. Note that Jeppesen charts can have two dates; the publication date to the left of the oval containing the chart number, and the effective date (when the changes come into affect) to the right, in reverse type. Otherwise, the procedure can be followed quite easily with a basic knowledge of the Jeppesen legend, and is not that different from Aerad. Note that significant altitudes are labelled Above , At and so on, rather than using line symbols. This is absolutely unambiguous, but looks more cluttered. This balance reflects Jeppesens approach to all their charts. Likewise STAR, Noise and Departure are easy to follow assuming some familiarity with Aerad charts. The next example is of a Jeppesen Airport chart (Fig 12B 2) corresponding to an Aerad type D or Aerodrome chart. Note that obstructions, aerials and even windsocks are shown graphically. Once again, although this makes the chart look cluttered, it is more easily interpreted.

JEPPESEN PLATES (cont d)

JEPPESEN PLATES (cont d) Like Aerad, Jeppesen are revising their format. This revision is mostly concerned with layout rather than legend, and in the case of Airport charts really only affects the top strip. In the case of Stornoway, the old format is shown above. For comparison, the new format is shown at Fig 12B 3, below.
Fig 12B - 3 Approach Charts. The charts described so far differ from Aerad in relatively minor ways; legend, layout and identification. They can be followed by anyone who has some familiarity with charts generically. However, Jeppesen Approach charts demand a slightly higher level of understanding. The format revisions, referred to earlier, are taking place much more gradually than those of the Aerad, and old format and new format charts will co-exist for much longer. New format charts are based on the concept of a Briefing Strip , so that under the title and comms information, there is a block which groups together all the details you need for an approach brief, including the Missed Approach Procedure.
Fig 12B
The lowest block of the Briefing Strip has notes which may be required at the briefing stage, such as runway elevation, the fact that the Final Approach Track is offset 4 from the runway centreline, and so on. JEPPESEN PLATES (CONT D)

Beneath the Briefing Strip is the Plan View.
Fig 12B - 5 There are several differences to note here, apart from an obvious spelling error! First, there is no 10 mile range ring, so distances are harder to judge by eye, although the chart is drawn to scale. Obstructions, again, are shown graphically, so that you know whether it is an aerial, a building, or whatever. In the above example contour shading (in brown) is used to show terrain. It is vital that you should understand that these are TERRAIN ALTITUDES NOT SAFE ALTITUDES. Only when they are Green and in Aerad charts, are they safe Altitudes. Contours are only provided in certain circumstances. These are when ground exceeds 4000ft altitude in the area of the chart, or exceeds 2000ft within 6 nm of the airfield. In other words, when high ground is a significant factor. When contours are provided, a thick black arrowhead points to the highest peak.

JEPPESEN PLATES (cont d) Like Aerads, the next block is a Profile View.
Fig 12B
The first, obvious difference is that the Advisory Heights are shown horizontally along the top of the profile. The intention is that they correspond roughly to the profile. Although not the case here, it is worth noting that in some Jeppesen charts the advisory heights do not appear in this strip if a Step Down Fix occurs at that range. So if an advisory seems to be missing, look for the SDF. All the usual information is shown, but a very helpful differences can be seen in Fig 12B 6 at the right hand side of the lowest strip in this block. There are two boxes, one with a picture of what approach lights you should see, then one showing the first move in the go-round procedure (i.e. Ahead to 600 ft). In a complicated procedure, there may be more boxes with further pictorial information of this sort, to help you at a busy stage should you be going around. The lowest Block, the Minima Block, is similar to that in Aerad.
Fig 12B

Like Aerad, the RVR minima are calculated for fixed wing aircraft, using JAR-OPS 1 criteria. There are plans for Jeppesen to produce Heliport Operating Minima (JAROPS 3) like Aerad s Green Pages , but at the time of writing (November 2000) no examples have yet appeared. Overseas bases using Jeppesen charts will have local rules for RVR minima.

JEPPESEN PLATES (cont d) Conclusion. This chapter has given an introduction to the two types of Terminal Chart most commonly used by BHL. You may, in your flying career, be faced with using the products of other chart publishers, including military authorities, national aviation authorities and other commercial companies. It is important that you should become as familiar as possible with the charts you have to use

9 PRE-FLIGHT CHECKS OF RADIOS, INSTRUMENTS AND NAV AIDS OPC Checks The following checks must be carried out for OPC purposes. More comprehensive checks are required for Initial Instrument Rating Test purposes and these are outlined in Operations Manual Part D. Radios: Switch on, select frequency, test call, ATIS a/r. Instruments: All instruments should be checked for damage, cracked glass and moisture. In addition to this general check of serviceability, the following specific checks on individual instruments must be carried out. ADI HSI Erect, wings level, flags clear, test a/r Compass shows sensible heading, flags clear, correction card Obtain Airfield QNH (and QFE, if available). Then ,
a. b. c.
BARALT
Set both altimeters to QNH. Check readings are within 60 feet of each other and of apron datum elevation. Set altimeters to zero. Check readings are within 2 mb of each other. Increase each altimeter subscale by 10 mb. Check indication increases by 270 + 60 feet.
RAD ALT VSI ST/BY HORIZON
On, test, set bugs as required Within 200 feet of zero As for ADI
ST/BY COMPASS Shows sensible heading, no bubbles or discolouration, correction card ASI OAT CLOCK Check Check Checked and set.

OPC Checks (cont'd) Navigational Aids NAV 1 a. b. c. d. e. f. g. h. NAV 2 Switch on, select VOR frequency and ident. Check RMI needle shows a sensible bearing. Centralise beam bar and check it agrees with RMI needle. Deflect beam bar 10 left and 10 right and confirm FSD is obtained Check TO/FROM flag reads TO Rotate beam bar and check flag changes from TO to FROM through 90 Continue to rotate the beam bar and check that it centralises on reciprocal bearing If out of range of a VOR signal, use self test facility to generate a signal Switch on, select ILS frequency and ident. Check sensible presentation Press to test and check for correct localiser and glide-path deflections Check as for aircraft type, ensuring both lights and audio operative Select frequency (or switch to appropriate nav. box) and ident. Check sensible reading. Press self test and check response. Switch on, select frequency and ident. Check sensible needle indication and loop needle checking that it returns to within 5. As for ADF 1 Switch on, test and programme Check switched to STANDBY and set code 7000. Operate "test" and check response. Caution must be exercised when selecting Code 7000 due to the proximity of the Emergency Codes settings. Set conspicuity code as instructed by ATC. Ensure "ALT" selected.
a. b. c.
MARKERS DME ADF 1 ADF 2 AREA NAV TRANSPONDER
Notes: 1. Pilots should familiarise themselves with the "test" facilities available on the relevant aircraft type as considerable variations occur. 2. One full ident is the minimum criterion before using any aid. PRE-FLIGHT As previously outlined

Initial Instrument Rating Test Checks The following checks must be carried out prior to the Initial Instrument Rating Test. Radios: Switch on, select frequency, test call, select second frequency, test call, ATIS a/r. Instruments: As previously outlined. Navigational Aids NAV 1 NAV 2 Both an ILS frequency and VOR frequency must be checked. Carry out the checks as outlined on Page 14/2 Follow the routine for NAV 1 checking both VOR and ILS frequencies
MARKERS DME ADF
As previously outlined As previously outlined As previously outlined but two frequencies need be checked
AREA NAV TRANSPONDER
As previously outlined As previously outlined
Note: Plan your checks so that the second frequency checked is the first frequency you intend to use on that box for departure. This minimises the number of frequency changes and idents.
BRIEFS - TWO CREW OPERATIONS Combined PAAN Dec 2006

NB: The Pilot not Flying is to monitor the Pilot Flying at all times. There is a requirement for the Pilot Flying to brief the Pilot not Flying prior to take-off on an IFR flight and prior to commencing any Instrument Approach. The content of these briefs should be studied and briefing techniques practised so that the required information can be passed quickly, accurately and without hesitation. The following headings represent the items which should be covered in a pre-flight brief prior to an Instrument Rating Test or OPC: a. b. c. d. e. f. g. h. i. j. Duties and requirements during taxying Duties and requirements during hover and take-off Emergencies/engine failure during take-off Instructions for copying Air Traffic Control clearances Copying of weather information Maintenance of flight log Tuning/identifying of navigation aids and selection of radio frequencies Carrying out of icing checks Periodic checking of area nav. Fuel management
An example of a pre-flight brief is given in below. It should be noted that there is a requirement in icing conditions to carry out an icing check every 1000 feet change in altitude and at least every 2 minutes in level flight. The check consists of an outside air temperature check, the state of the anti-icing equipment and the extent of any external ice. Prior to commencing any Instrument Approach the pilot flying will brief the PNF ensuring the following headings are covered with reference to the Approach Plate: a. b. c. *Airfield, runway and type of approach to be flown *Relevant minima. (RVR, Decision Height, Minimum Descent Height)* Monitoring requirements - in particular, the need to draw attention to deflections on the localiser or glideslope approaching half-scale, or, approaching 5 deviation on a NDB or VOR approach Checking of specific altitudes and heights Action on obtaining visual reference in order to continue the descent for landing The Missed Approach Procedure
d. e. f.
Examples of approach briefs are shown below.

Pre-Flight Brief (PF to PNF) 1. 2.
You will taxy the aircraft and carry out the take-off for which you will brief me. During taxying, yaw the aircraft left and right so that I can do an instrument check.
3. *In the hover, standard engine/instrument checks. 4. I will take control at the simulated cloud base established in the climb at ........ knots 5. *During the flight copy all clearances and relevant weather information 6.
*When directed by me, tune and identify navigation aids. Having done so, make the ident available to me.
7. *Select radio frequencies as required. 8. *Maintain the flight log and update the Area Nav. 9. *Monitor the fuel contents and operate the transfer pumps as required. 10. *Carry out icing checks every 1000 feet in climb/descent and every 2 minutes in level
flight as requested.
Note: Starred items are priority. Unstarred items should be given when IF screens are fitted. Ideal Brief for ILS Approach
1. This will be a .......... ILS approach to Runway ........... at ........ degrees; minimum RVR = ........ metres; final approach speed = ......... knots 2. Outer Marker, height of ........ feet. 3. Decision Height of ....... feet. 4. Action at DH.
........;
QDM =

Ideal Brief for NDB/VOR Approach (PF to PNF) 1. This will be a ......... NDB/VOR approach to Runway ........... at .... ; QDM = ...... degrees; minimum RVR/VISIBILITY = ........ metres final approach speed = ........ knots 2. Beacon, height of ....... feet 3. MDH of ....... feet 4. Missed Approach Point will be at ........... 5. Action at MAP. Ideal Brief for Airborne Radar Approach (PF to PNF) 1. This will be an Airborne Radar approach to the ............ QDM = ...... degrees: final approach speed ..... knots 2. MDH is 200 feet (300 feet at night) 3. Missed Approach Point will be at ......... nautical miles Expect left/right turn onto ....... degrees and climb to ......... feet 4. Action at MAP. Notes: 1. It will be mandatory to state the information above for all IFR approaches. 2. Any other relevant information should be included in the briefing. IFR Approaches: Standard Operating Procedures The following cockpit voice procedures will be followed on all IFR Approaches. It should therefore not be necessary to include any of these requirements in the specific Approach Brief - except at the Commander's discretion. The Commander will take the responsibility of ensuring that any Approach Brief is adequate; the PF will normally give the appropriate Approach Brief and will acknowledge monitoring calls from the PNF; the PNF will make all these standard calls during approach unless briefed otherwise. The Commander will normally assume the role of PNF in marginal conditions.

IFR Approaches: Standard Operating Procedures (cont'd) ILS Event Positive inward movement of the localiser bar (flag cleared) ............... Positive downward movement of the glideslope bar (flag cleared) .............. Monitoring localiser and glideslope ........ glideslope" (as Monitoring check heights, as briefed ....... Call (PNF)
"Localiser live"
"Glideslope live" "Approaching half scale localiser/ relevant) "100 feet to go" plus height at relevant approach fix IAS, as appropriate "500 feet" N.B: If no reply, take control and continue to single pilot criteria or Go-around "I HAVE CONTROL" OR "GO AROUND" "Visual"
Monitoring required IAS, as briefed ........ Passing 500 feet inbound .................
Approaching Decision Height ................ (PF calls "DECIDE")
At any time when sufficient .................. Visual Reference obtained

NDB/VOR/ARA Event PF advises QDM established and ready for descent ................... Monitoring QDM ........................... Call (PNF) "Roger, descending" "Approaching 5 left/right of QDM" or "Approaching scale localiser" As per example on Page 15.7 "100 feet to go" plus height at relevant approach fix IAS as appropriate "I HAVE CONTROL" or "GO AROUND"
Monitoring Radar (for ARA) ................ Monitoring check heights as briefed ........
Monitoring required IAS as briefed ........ Reaching Missed Approach Point ........... PF calls "DECIDE" At any time when sufficient Visual Reference is obtained ................... Airborne Radar Approach NDB/VOR/ARA
"Visual"
Only the PNF will operate and monitor the radar and give the necessary talk down instructions. The Commander will normally assume this role and will brief accordingly. Range: This will be called at least every nautical mile down to approach Offset Point (OP) at 1 nautical miles and thereafter at least every nautical mile until Missed Approach Point (MAP) is reached. Heading: Heading instructions will be passed as the actual heading to fly and alteration will be in the format of "TURN LEFT/RIGHT ... degrees". RADALT: RADALT heights will be called every 100 feet passing below 600 feet: when within 100 feet of Minimum Descent Height (MDH) then frequent calls will be included until reaching MAPt. IAS: This will be monitored at all times with calls at least every 10 knots during speed reduction phase to between 70 knots minimum IAS and 80 knots maximum GS by 2 nautical miles. Routine confirmatory calls should be made after 2 nautical miles with a warning if speed varies 5 knots from declared final IAS.

IFR Approaches: Standard Operating Procedures (cont'd) Further monitoring information should be passed from the PNF to the PF as relevant, with the objective of providing a good accurate flow of information. This will enable the PF to concentrate on his IF Scan and discourage him from looking at the radar at the expense of a good scan. As mentioned, the commander will normally take the responsibility in IMC conditions to:
a. b. c. d. e.
Adjust and monitor the radar Provide the talk down Monitor the scan of the PF Look for the visual reference Make the executive decision to either go around or to take control for a visual approach once in visual contact flying conditions
Note: There is nothing to preclude a subsequent handover to control for landing to the pilot best placed to see the helideck.

Aircraft Checks in Flight Specific checks to be carried out in accordance with aircraft NOP's. After Take-off and Go-Around Checks: Action may be taken as soon as the aircraft is safely established in the climb. However, the checks should not normally be confirmed by reference to the check lists until the aircraft is at 500 feet agl or above. Climb/Descent Checks: a. It is recommended that appropriate Climb Checks should be carried out subsequent to After Take-off/Go-around checks, and during extended climb for a SID. If required to climb from the cruise, then they should be carried out just prior to climbing. b. Descent checks should be carried out just prior to descent, unless Initial Approach checks have already been completed when no further Descent checks should be required. Cruise (En Route) Checks: It is recommended that these checks are carried out once settled in the cruise, and thereafter approximately every 20 minutes. It is also useful to carry out the check during cruise flight after reporting points, beacon passage, waypoints, Area pressure setting boundaries etc. as relevant. Approach Checks: Initial Approach Checks should be carried out at any suitable time between obtaining a full weather update for the approach and starting the turn (base turn, procedure turn or Radar Vectored turn to close the localiser ) onto the Final Approach Track The key to this Ops Manual Rule is the word suitable . It is for the crew to judge (by the complexity of the procedure, the cockpit activity level, the fuel penalty from lowering the undercarriage, etc) what is a suitable moment to do the checks. Final Checks: Final checks should be carried out in any event before the Final Approach Fix and: ONSHORE: Either a. On approach, when within 5 RMI OR half scale deflection Localiser/Beam-Bar of the QDM and approaching descent point or b. When under positive radar guidance to intercept QDM and being instructed to adjust to a height on appropriate QFE by ATC. OFFSHORE: When established inbound

10 FLYING EN ROUTE IN CONTROLLED AIRSPACE This part of instrument flying is primarily an exercise in cockpit management. During the Instrument Rating Test attention to the following points will allow the candidate the maximum possible time to concentrate on the flying of his aircraft. Check List: The sensible use of the aircraft check list can greatly reduce the overall workload. A CRUISE check allows a pilot to update the management of his aircraft and this check should be carried out at points in flight where the scenario is liable to change. Significant points should be chosen for the inclusion of a CRUISE CHECK and typical examples are Turning Points and Reporting Points. Altimeter Checks: Care must be exercised in the management of both altimeters. The PF, if cruising at a Flight Level, will set the altimeter to 1013 mb; the PNF altimeter will be used for checking terrain clearance. Normally, the best setting for the PNF altimeter will be the appropriate ASR pressure. This will have to be reviewed as boundaries are crossed and hourly as ASR pressures are updated. Tracking: Although Tracking is no longer a separate test requirement , and is assessed during Instrument Procedures, beacon tracking may still be necessary enroute to the airfield where the procedures are to be carried out. In these circumstances it is advisable to demonstrate accurate flying and appropriate selection of navigation aids, even where GPS tracking is permitted. Be aware of the promulgated protected range of the facility in use and also that a signal can be shielded, or distorted. Your decision and choice of navigational aid may be affected by these factors. ATC Liaison: During the Instrument Rating Test you will be expected to make your own radio calls. Read Chapter 7 and follow advice. You may use your co-pilot to copy clearances and read them back to you at a suitable time. Weather: Whilst en route make use of the VOLMET and/or ATIS to monitor your destination and diversion weather. Your co-pilot may again be tasked to carry out this requirement. PNF: Involve your PNF in the flight as much as possible. For example, the PNF can: a. Update the area nav b. Maintain the flight log c. Calculate ETA's etc d. Select radio/nav aid frequencies e. Copy clearances and weather f. Monitor fuel contents g. Carry out icing checks Combined PAAN Dec 2006

h. Use the check list NOTE: Refer to operations manual part a section 8.1 for information on minimum flight altitudes (moca/mora). Procedural Instrument Flying Training Pilots progressing through the Company basic training scheme, or direct entry pilots who do not already hold a CAA Instrument Rating will gain this qualification at a Company Instrument Training School where they will complete a CAA approved course. Experienced helicopter pilots who have an Instrument Rating (Aeroplanes), or have comparable experience, may complete a shortened course. On completion, candidates will take a flying test with a CAA or CAA Authorised Examiner. Ground Training Tracking (30 minutes) RMI tracking, ADF and VOR Effect of and compensation for wind QDM and QDR interception Definition and purpose Timing Compensating for drift Entry procedures ADF/VOR holds En route holds Aerad and/or Jeppesen Airway Manuals Company Operations Manual Company NOP's UK AIP Flight Plan Form CA 48 Company Flight Logs
Holding Patterns (1 hour)
Manuals etc. (2 hours)
Radios, Instruments Pre flight checks and Nav Aids Use of HSI (30 minutes) Altimeters (1 hour 30 minutes) Serviceability checks, acceptable limits Correct settings for various stages of flight Cross checking procedures Discussion of most common errors

Instrument Approaches (2 hours) Precision/Non-precision DH/MDH and RVR minima Approach ban Tracking tolerances Timing, DME and markers NDB/VOR/ILS procedures Course reversals Interception of Localiser Radar vectoring and SRA Action at Missed Approach Point Downwind approaches Standard Intercom calls Flight Plans/Booking out/ Slot times R/T procedures Clearances Read back procedure Compliance with ATC instructions En route charts Tracking tolerance Calculation and revision of ETA Cockpit management SID's and STAR's PF and PNF Allocation of duties Use of checklists (single or two pilot) Briefings Standard Intercom calls Incapacitation Description and use Airborne Radar Approach Procedure Minima and Missed Approach Procedure
Liaison with ATC (30 minutes)
Airways (1 hour)
CRM (30 minutes)
Weather Radar (30 minutes)

Flying Training Exercise 1 1:00 hour Dual Instrument Total of 1:00 hour Pre/Post Flight Briefing Objectives: To introduce the student to the aircraft instrument layout, radio and navaid systems. To review full panel basic exercises in instrument flying and to introduce NDB/RMI tracking and interception. Exercise Content: Demonstration and introduction to: a. Aircraft start b. Pre-flight check of radios, flight instruments and navaids c. Straight and level flight d. Rate 1 turns onto selective headings e. Climbing and descending (VBROC and cruise climbs) f. Speed changes in straight and level flight g. Tracking to and from an NDB beacon using an RMI h. Intercepting QDM's and QDR's. Completion Standard: The student will be able to fly the exercises smoothly and reasonably accurately. It is to be expected that he/she will require several flights to become used to the characteristics of the Stabilisation System and to demonstrate the beginnings of spatial orientation. Exercise 2 1:00 hour Dual Instrument 1:00 hour Pre/Post Flight Discussion Objectives: To develop increasing accuracy during instrument flying and to introduce NDB Holding Patterns and Joining Procedures.

Exercise Content a. b. c. d. e. f. Aircraft start Check of radios, flight instruments and navaids Instrument climb out Tracking to NDB beacon on selected QDM Direct join to ICAO Holding Pattern The ICAO Holding Pattern. Adjustment of OB heading and time to achieve inbound QDM g. Rejoining the hold from Sectors 1 and 2 (Parallel and Offset Joins) h. Demonstration of NDB approach to runway by instructor i. Demonstration of checks and procedural radio calls by instructor. Completion Standard: The student will demonstrate increasing accuracy and spatial awareness and will show understanding of changes to OB heading and timing in the Hold in order to achieve the published inbound QDM and will make these changes in the correct direction. Exercise 3 1:00 hour Dual Instrument 1:00 hour Pre/Post Flight Discussion Objectives: To consolidate previous exercises and introduce the NDB Approach and Go around. Students will begin to make procedural radio calls and carry out periodic checks. Exercise Content a. Aircraft start b. Radio, flight instruments and navaid checks c. Instrument climb out d. Tracking to beacon to join Hold e. Procedural and Alternative Procedure NDB Approaches and Go arounds f. Course reversals g. Demonstration of ILS Approach by instructor Completion Standard: The student will demonstrate increased accuracy and confidence and will become more relaxed on the controls. Radio calls will not yet be completely standard but all incoming calls from ATC should be understood. Flying accuracy may be expected to reduce whilst carrying out checks at this stage.

Exercise 4 1:00 hour Dual Instrument 1:00 hour Pre/Post Flight Discussion Objectives: To introduce the student to the ILS Approach and Go around. Exercise Content a. Aircraft start b. Radio, flight instruments and navaid checks c. Instrument climb out d. Tracking to beacon to join Hold e. Procedural NDB Approach and Go around f. Procedural ILS Approach and Go around Completion Standard: The student may now be able to start the aircraft unsupervised. General accuracy should be maintenance of altitude within plus or minus 150 feet, airspeed within plus or minus 10 kts and tracking/heading accuracy within 5 degrees. This accuracy may be expected to deteriorate when carrying out new exercises and when making or receiving long radio transmissions. The student should now be able to trim the aircraft sufficiently well to enable the carrying out of routine checks whilst maintaining reasonable accuracy. Exercise 5 1:00 hour Dual Instrument 0:30 hour Pre/Post Flight Discussion Objectives: To review and consolidate previous exercises to the point where the student is able to not only fly the aircraft accurately but also to carry out all radio calls and routine checks with minimum prompting. Exercise Content a. Aircraft start, unaided and if necessary, unsupervised b. All previous exercises reviewed. Completion Standard: The student will now be competent and confident on the exercises that have been completed so far.

Exercise 6 1:30 hour Dual Instrument 1 00 hour Pre/Post Flight Discussion Objectives: For the student to navigate around a cross country route in simulated controlled airspace: to arrive at a familiar airfield and join the Hold: to carry out an ILS Approach and Go around. Exercise Content a. Aircraft start b. Radio, flight instrument and navaid checks with emphasis on the sensible ordering of the latter so as to reduce workload c. Instrument climb out to a Quadrantal or Semicircular Flight Level. The monitoring of Minimum Flight Altitudes. d. Tracking to and from a beacon using the RMI e. Tracking to and from a beacon using the Left/Right Indicator or Beam Bar f. Standard Position Reports at all turning points g. The update of ETA's at reporting points h. The upkeep of the Pilot's Flight Log (PLOG) i. Liaison with ATC and adherence to clearances j. Joining the Hold k. Procedural ILS Approach and Go around. Completion Standard: The student's flying accuracy should remain reasonable although some degradation is to be expected because of the new exercises and increased workload. Some prompting will enable this workload to be organised to manageable levels. The student will require reminding to FLY THE AIRCRAFT. Exercise 7 1:30 hour Dual Instrument 0:30 hour Pre/Post Flight Discussion Objectives: To repeat the previous exercise using a different route and to increase the student's accuracy and confidence. Exercise Content As for previous exercise. Completion Standard: The student's performance should now be becoming reasonably polished. Spatial awareness will be comprehensive and although accuracy on ILS approaches is not yet perfected, the student should be able to fly to Decision Height without going outside half scale deflection on Glideslope or Localiser. Combined PAAN Dec 2006

Exercise 8 1:45 hour Dual Instrument 1:20 hour Pre/Post Flight Discussion Objectives: To introduce the student to en route flight in controlled airspace. Exercise Content a. Filing a Flight Plan b. Aircraft start and all checks c. Instrument climb out to a Flight level which is normally higher than may have been experienced before. Discussion of symptoms of icing and correct use of antiicing aids d. Liaison with ATC in order to join controlled airspace e. Flight along routes using required tracking aids f. Use of ATIS g. Arrive at TMA via the published STAR and join Hold at unfamiliar airfield h. Complete ILS approach to land. Completion Standard: The student's apprehension at what is probably considered to be a daunting exercise may lead to a significant loss in flying accuracy. The student will need constant reminders to FLY THE AIRCRAFT and to remain relaxed and retain a flexible approach. Exercise 9 1:00 hour Dual Instrument 0:30 hour Pre/Post Flight Discussion Objectives: To depart an airfield inside Controlled Airspace using a published SID, fly to the "home" airfield and carry out an instrument approach without a preliminary hold. Exercise Content a. Use of ATIS b. Aircraft start and all checks c. Liaison with ATC for departure clearance d. Instrument climb out on appropriate SID e. Flight along required route f. Liaison with ATC along route g. Arrival at "home" airfield via ILS. Completion Standard: Although it may be necessary to give some prompting during the SID the student should settle down quickly to give accurate results. Combined PAAN Dec 2006

Exercise 10 2:00 hour Dual Instrument 0:45 hour Pre/Post Flight Discussion Objectives: To carry out a cross country flight to a distant airfield via a simulated or real airway route. To teach the student to recognise actual geographical position by comparison of airway or topographical charts. To introduce the concept of having an alternative method of fixing position and maintaining track when primary aids fail. Exercise Content a. Preparation of Topographical as well as Airway charts b. Start-up and all checks c. Flight along selected route and liaison with ATC in obtaining LARS or Radar Control d. The identification of features on the ground, if visual, by means of navaids and available charts e. Introduction to Volmet f. Arrival at destination via instrument procedures. Completion Standard: The student should be flying confidently and be able to deal with most situations without significant loss of accuracy. Ability to concentrate over long periods of time should be much improved. Exercise 11 1:00 hour Dual Instrument 0:45 hour Pre/Post Flight Discussion Objectives: To carry out a series of ILS approaches: procedural, radar vectored and straight in. To demonstrate the method by which one may identify position in the procedure should the stopwatch or DME be unavailable. To develop real accuracy and smoothness. Exercise Content a. Straight in ILS with descent from higher altitude than normal in order to have more time to settle on the LOC and GS. Go around b. Procedural ILS and Go around c. Radar Vectored ILS and Go around. Descent continued to below normal DH if conditions and ATC allow in order to build confidence. d. Procedural ILS carried out without stopwatch or DME. Go around. Completion Standard: The student will demonstrate very good accuracy toward the end of this exercise and feel confident in their own ability. Combined PAAN Dec 2006

Exercise 12 0:30 hour Dual Instrument 0:30 hour Pre/Post Flight Discussion Objectives: To practice the transition from visual references to instruments at a critical stage of flight. Exercise Content: a. Student selects lateral visual references adjacent to aircraft. b. The Training Captain will lift to the hover and hand over control to the student who maintains a steady position. c. The Student will initiate a vertical take off from the hover and on inputting forward cyclic will transfer scan to the instruments and continue the departure. Completion Standard: The student will demonstrate ability to maintain a heading, accelerate and climb away from the surface. Exercise 13 0:30 Dual Instrument 0:30 Pre/Post Flight Discussion Objectives: To recover from an unusual attitude to straight and level flight or a climb. Exercise Content: 1. The exercise shall be conducted in VMC. 2. Minimum height shall be 1500 ft above surface level. 3. HASEL checks will be completed. 4. A simulated ground level, at least 1000 ft above the surface shall be designated. Recovery from an unusual attitude is as follows: a. Wings Level. b. Adjust pitch attitude. c. Balance. d. Adjust power to regain height, select heading. As a general rule unusual attitudes resulting in a climb should be recovered to level flight, and those of a descending nature should be recovered to a climb.

Exercise 14: 1:00 Dual Instrument 1:00 Pre/Post Flight Discussion Objectives: To prepare the student to handle an emergency autorotation situation. Exercise Content: 1. 2. 3. a. The exercise shall be conducted in VMC. HASEL checks will be completed. A simulated ground level, at least 1000 ft above the surface shall be designated. From cruising flight enter and establish autorotation. Student maintains Nr within limits and maintains balanced flight. b. The student selects a decelerate attitude to achieve minimum rate of descent speed. As airspeed is decreasing, turn the aircraft through the shortest arc into wind. Maintain balanced flight and Nr throughout. c. Complete emergency procedures. An engine relight should be considered. d. At 500 ft above the simulated surface level, the Training Captain must rejoin the needles. e. With the assumption that VMC conditions have not been regained, at a suitable height above the simulated surface level a flare should be initiated to decrease rate of descent and increase Nr. As airspeed reduces select the landing attitude. The aircraft heading should be maintained into wind and in balance throughout. f. The Training Captain should take control and recover the aircraft to the climb. Completion Standards: The student should confidently enter autorotation, control Nr within limits, and complete emergency procedures by 500 ft above the simulated surface level.

Exercise 15: 1:00 Dual Instrument 1:00 Pre/Post Flight Discussion Objective: To arrive at an airfield using the direct entry DME arc procedures: to carry out an ILS/NDB approach and Go around. Exercise Content: a. Preparation to join the arc. b. Flying the arc. c. Lead-in radial. d. Procedural approach and Go around. Completion Standards: The student will demonstrate accuracy of within 0.5 nm of published arc range. He/She will also demonstrate good spatial awareness throughout the manoeuvre. Exercise 16: 1:00 Procedure Trainer 1:00 Pre/Post Flight Discussion Objective: Use of VHF/DF Exercise Content: a. b. c. d. e. R/T procedures and ATC Liason QDR/QTE Homing to a station Obtaining a fix Assessment of Ground speed and ETA s
Completion Standard: The student should be able to maintain a good level of accuracy although some degradation my occur when plotting a position on a chart. Due to the high level of workload in a busy ATC, environment, it is impractical to conduct Exercise 16 in the aircraft.
At this stage the student will have had the following amount of training: Total Aircraft: 16:45 hours Total Briefing: 13:20 hours

Further Flying Exercises Further Flying Exercises to meet the course requirements will be in the form of revision and the final flight before the IRT will be a Dummy IRT carried out by the instructor. The aim of the course shall be for the student to reach the peak of performance on the day of his IRT. The pace of instruction will constantly be appraised to suit the individual needs of the student. Students on the Multi-engine Course will require further instruction and practice to meet the requirements and standards for single engine operation in procedural flying e.g. S/E MAP, S/E NDB. Flying Training Requirements A single engine IR(H) course shall comprise at least 50 hours instrument time under instruction of which up to 15 hours may be instrument ground time in a FNPT I, or up to 25 hours in a flight simulator or FNPT II, if agreed by the Authority. A multi-engine IR(H) course shall comprise at least 55 hours instrument time under instruction of which up to 20 hours may be instrument ground time in a FNPT I, or up to 30 hours in a flight simulator or FNPT II, if agreed by the Authority. The remaining instrument flight instruction shall include at least 15 hours in multi-engine helicopters. The holder of a single engine IR(H) who also holds a multi-engine type rating, wishing to obtain a multi-engine IR(H), shall satisfactorily complete a course comprising at least five hours instruction in instrument flying in multi-engine helicopters. The holder of a CPL(H) issued in accordance with ICAO may have the total amount of training required

20 DME ARC PROCEDURES The ability to fly a DME arc is not assessed on IRTs, nor is it a requirement of OPC (I)s. However, as DME arcs are relatively common procedures, this manual would not be complete without some guidance on flying them. The aim, in flying a DME arc, is to remain within 0.5 nm of the published arc range. The problem is to find a consistent method for achieving that. Theoretically, it should be possible to apply a basic angle of bank to maintain the curved track, as published, but this angle would be small and difficult to maintain accurately. It would also vary according to the radius of the arc (typically between about 9 and 20 nm; PANSOPS gives a Minimum of 7 nm) and, as always, according to the wind. The method we use is to fly a series of chords, each across about 20 of arc, using radials from the central beacon (NDB or VOR). Preparation At the planning stage (pre-flight or en-route to the procedure) first establish at what point on the arc you will be joining it. This may be along a prescribed track (e.g. from an ATS Route) or a free join wherever your direct arrival hits the arc. Then note whether you turn left or right to join the arc. The distance at which you turn will be published, if on a prescribed track, but most (non- copter ) procedures will be drawn for fixed wing aircraft at 180 kts and you should halve the turn allowance to achieve a neat join. For example, the usual published distance is 2 nm before the arc - helicopters should use 1 nm. The heading you initially turn on to should be the tangent to the arc at that point. This should be estimated or measured at the planning stage. Finally, check the altitude at which the arc should be flown. Arcs are sometimes broken into different altitude segments. These segments are separated by radials, shown on the Approach Plate, with the appropriate altitudes shown along the arc between the radials.

Flying the Arc - Still Air On reaching the turn range, make sure at least one RMI needle is selected to the central beacon and turn on to the tangential heading. The RMI will now look something like this:
Beacon
Arc
RMI
The head of the RMI needle is pointing approximately to the abeam position. Now turn to fly a chord across the arc. This will enable you to fly a fixed heading for a few minutes, allowing you to do other things such as checks, R/T, and so on. To do this turn inwards, across the circle, which means turning towards the head of the needle. So the needle head will now point ahead of the abeam position. Let us refer to this as Lead . The picture should now look like this:
The needle leads the abeam mark by about 10. Now fly the resulting heading.

This will take you across the chord of the arc. You will observe that (a) the needle slowly passes through the abeam until it points behind you, and (b) the DME numbers slowly count down as you cut inside the arc, then count up again after the mid-point. The decrease in DME reading will be about 0.2 nm at the mid-point of the arc, which is well within the limit of 0.5 nm. N.B. The diagram is not to scale, in order to show the effect more clearly. The aircraft appears to have flown about 90 of arc, and the needle leads and lags by about 45.
When the needle lags the abeam mark by about 10, and the DME is back up to the published range, you will have completed the chord and it is time to repeat the process, if necessary, by once again turning until you get 10 lead.
It may be that you will reach the desired DME range before or after you have achieved the desired needle lag . This will be due to wind (see below) or inaccurate flying (e.g. out of balance). The important thing to remember is that it is the DME range which is the critical parameter. Therefore, turn on to the next chord when you reach the desired range, (this may mean continuing past the anticipated lag situation until you reach the desired range. Flying the Arc - Wind Effects The basic technique described above will obviously be affected by the wind. It may be possible to start the first chord with an idea of what drift to expect, but that estimate may need to be revised, and anyway will not apply to any subsequent chords, as they are on different tracks. It is better to have an idea of the wind strength and direction in the back of your mind, and then to observe the DME readout as you cross the chord.

It will then be helpful simply to think in terms of In and Out . You will see from the behaviour of the numbers whether you are crossing the chord as expected. If the numbers do not initially decrease as advertised, then you are being blown Out. If they decrease rapidly, so that it appears you will exceed 0.5 nm decrease by the time the needle points abeam, then you are being blown In and need to turn Out a few degrees. It may be that the wind is responsible for this error, or it may be that your own flying accuracy is at fault. If you restrict yourself to assessing In or Out , the reason for the error doesn t matter - or at least becomes of secondary importance. All you have to do is make an appropriate inwards or outwards correction. However, the more accurate and consistent your flying, the more able you will be to revise your assessment of the wind. The basic technique, of flying a series of straight tracks around the arc, will enable you to do other things while observing the behaviour of the DME readings. Any errors will show themselves relatively slowly, so that you have time to make a correction and then go back to your other tasks while the correction takes effect. Leaving the Arc The point where you leave the arc is shown on approach plates by a Lead-In (or simply Lead ) Radial. Once you have passed this radial you are free to turn for the Localiser, or Final Approach Track, and if necessary to descend to the published altitude for approaching the Final Approach Fix. Once again, because of their lower speed, helicopters should not actually make the turn until about the half-way point between the Lead Radial and the inbound radial. Problems The above paragraphs describe a good basic technique to use. Be aware that not all DME arc procedures have a central beacon. There are two possible solutions to this. One is to continue to fly estimated chords using tangential headings based on where you are on the arc as shown by other navaids. The other, in the absence of any other navaids, is to establish the initial heading from your known point of arrival on the arc, and then simply to observe the behaviour of the DME numbers. If they are increasing too much, turn inwards, and vice versa. This is not really difficult, but does require significantly more attention to the DME, leaving you with less time for other tasks.

Another situation which occasionally arises is where the arc starts at a specified radial from the central beacon. In other words, from a fix defined by radial and range. The direct route to that fix may well achieve the arc DME before the arc procedure starts, as in the following example: Arc flying should not start until the published radial.

Bristow Instrument Flying New

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Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Instrument Flying Manual

These rules apply only when tracking towards a beacon.

Desired track 090 so turn left

Desired track 090 so turn right

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

These rules apply only when tracking away from a beacon.

Desired track 090 so turn right

Desired track 090 so turn left

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Table 4-2 Single Drift Table Windspeed - kts 0 10 20 30 40 50 60 70 80 90 5 1 1 1 2 2 2 3 4 3 10 1 2 3 3 4 4 5 5 5 15 1 2 4 5 6 6 7 7 8 20 2 4 5 7 8 9 10 10 10 25 2 5 7 8 10 11 12 13 13 30 3 5 8 10 12 13 15 16 16 35 4 6 9 12 14 16 17 18 18 40 4 7 11 14 16 18 20 21 21 45 4 8 12 15 18 20 22 23 23

Instrument Flying Manual

Instrument Flying Manual

The Holding Pattern

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual

Combined PAAN Dec 2006

Instrument Flying Manual