Departures and Arrivals

Fundamentally, departing IFR is the second most dangerous procedure in instrument flight (circling to land at night is the first) and many pilots are not even aware of the risks they are taking. In this scenario, we will review all pertinent FARs and AIM recommendations covering departures and arrivals, provide an introduction to the regulations that govern Air Traffic Controllers, and review basic TERPS criteria. Then, we will have an in-depth discussion of the differences between a VFR departure, an ODP, a DP (or, SID,) and an ODP/DP, and how to file for them in a flight plan. We will also review STARs and review the differences between flying a full approach and receiving vectors to final. Our flight will include several departure scenarios that get us to the enroute structure as well as several arrival scenarios.

Approaches I: Pre-flight and In-flight briefing

In this scenario, we will review approach chart symbology and then learn how to decode their meanings. A review of FARs and AIM recommendations as they pertain to the use of different approaches will follow. This review will include an in-depth discussion of how and when you can use your GPS for approach guidance. You will learn how to calculate a VDP (both time and distance) if the approach does not have one as well as how to calculate descent profiles if none are specified. You will also learn how to recalculate your new required minimums to fly the approach. Finally, after a thorough review of approach lighting systems, we will discuss techniques for briefing the approach on the ground and in the air. Our flight, which will be comprised of six different approaches, holds, intercepts, and tracking will ensure you are IFR current when we're finished. Of course, if needed, you will also have earned an IPC.

Approaches II: VOR, ILS, PCL, Approach Lights, VASI, A/FD

The second of our approach scenarios focuses on flying non-GPS approaches, using your navigation radios for guidance. Procedures for activating pilot controlled lighting, as well as aeromedical factors to consider at night, will be reviewed. You will use your A/FD as part of your preflight planning to learn about (among other things) airport lighting and hours of operation. VOR approaches basically come in two flavors: the VOR is on the field, or the VOR is off the field. We will review the different ways that this is charted and learn how to make pre-flight calculations that will significantly reduce your workload in-flight, and to help ensure a successful approach and landing. The 6-Ts will also be reviewed as well as cockpit procedure techniques to help you to remember to properly identify each navaid. Several different approaches will be flown to demonstrate these procedures. It is recommended that you first fly the Approaches I scenario.

Approaches III: GPS, WAAS

The third of our approach scenarios focuses on flying GPS (RNAV) approaches and WAAS enhanced GPS approaches, if your airplane is so equipped. You will learn the differences between a GPS overlay approach and a TAA approach. This includes the type of clearances that ATC might issue and what they mean. WAAS LPV, LNAV/VNAV, LNAV, LNAV+V approaches will be compared to non-WAAS LNAV approaches, as well as the different ways in which you can fly your vertical profile on final. Loading approaches, calculating RAIM, determining when to go missed due to GPS or pilot error, mode annunciation, and LEG/OBS modes will be discussed. Our flight will include several types of GPS approaches. It is recommended that you first fly the Approaches I scenario.

Approaches IV: Slam Dunk

When flying into a larger airport, it is not uncommon that ATC may ask you to keep your speed up on final to help expedite the flow of traffic behind you. There are several considerations you should take into account before accepting this instruction: can you handle flying an approach at a faster speed; have you bumped up to another category (which affects your minimums as well as circle to land criteria); did you recompute your expected descent rate; have you corrected your time to the MAP; do you know how to slow your airplane down in time to land. We will analyze all of these factors and then fly several approaches to practice what was learned. It is recommended that you first fly the Approaches I scenario.

Approaches V: Circling

Circling to land, especially at night, is one of the most dangerous IFR procedures. We will review circle-to-land criteria, obstacle avoidance analysis (VFR charts, IFR charts, A/FD,) regulatory requirements and recommendations to ensure a successful approach and landing, how to go missed when in the middle of a circle-to-land maneuver, and ways to analyze during pre-flight which approach to fly taking into account reported minimums. Then, we will fly several different types of approaches (ILS, VOR, GPS, etc.) followed by a circle-to-land. It is recommended that you first fly the Approaches I scenario.

Approaches VI: Unusual Approaches

All airports are not neatly situated on flat land with nothing around them. Or, there may be man-made obstacles in the near vicinity. Combine this with uncooperative weather and these approaches can become even more tricky. In this scenario, we will consider approaches with terrain obstacles, high altitude airport approaches, tailwind approaches, approaches through shear layers, circle-to-land approaches with unusual obstacles, turning final inside the approach gate, parallel runway approaches, contact approaches, and visual approaches (which aren't so unusual, but do have their own problems.) After an in-depth discussion, we will fly several of these approaches to see how good your pre-flight planning was. It is recommended that you first fly the Approaches I scenario.

Filing Flight Plans

Your flight plan is your first negotiation with ATC to try for a route that meets your needs. How well you prepare for this initial request will determine whether ATC gives you what you want, or something completely different. We will review TEC routes, how to file a DP and STAR, review weather to help assess a likely route, internet sources that reveal the most common routes previously assigned by ATC, what the remarks section can be used for, how your TAS factors into your clearance, and consideration of factors to help mitigate your weather risks. Then, we will file two different flight plans using these techniques, see what ATC gives us, and then fly the assigned clearance. It is recommended that you first fly the Departures and Arrivals scenario.

Enroute, Holding, COP, and Position Reports

This scenario will provide you with an in-depth review of low-altitude charts, holds, change-over-points, and when and how to make position reports. Of course, the FARs and AIM recommendations will be reviewed as well to provide guidance in these all-too-important tasks. We will then fly a simulated IFR flight, with you under the hood, and test your mettle flying various enroute clearances, holds, and navigation tasks. You will have an opportunity to fly this scenario with and without your GPS (if your aircraft is so equipped.)

IFR Pre-Flight Planning

In this scenario, we will be concerned with how to obtain all of the practical useful information necessary to conduct a safe IFR flight. Your A/FD, VFR sectional, IFR Low-altitude Enroute Chart, approach charts, various weather products, FSS, FAA notams, FAA TFRs, POH, weight and balance, and other internet resources will be consulted to provide information. Your VFR sectional provides a wealth of information that is extremely useful to IFR pilots, so an extra emphasis will be places on this resource. Our flight will explore flying a simulated IFR flight plan at the MOCA and OROCA altitudes to explore the usefulness of our pre-flight preparation. It is recommended that you first fly the Approaches I scenario.

Alternate Planning

There are several regulations governing the requirements for filing an alternate, whether you are GPS-WAAS capable, or not. It may surprise you to know that ATC does not know what your alternate is. If you don't either, you could have a very bad day. We will review all FARs and AIM recommendations to determine how and when an alternate should be filed. Then we will file a flight plan, fly the plan, go missed, and then fly to our alternate.

Flying by the Numbers

This scenario is designed to teach the pitch + power = performance model. We will make a careful review of your aircraft's POH to determine operating ranges of power and rpm setting. Then we will fly several different profiles to determine specific power settings and pitch settings to get the desired performance. Once our chart is filled out, we will fly a simulated IFR flight plan using these pitch and power settings to see how much your cockpit workload is reduced.

Night IFR

This scenario will focus entirely on aeromedical factors, approach lighting systems, and optical illusions. We will carefully review how night affects your vision, your hearing, your sense of balance, and your clarity of thought. That will follow with a review of approach lighting systems and the optical illusions that can arise at night. We will fly an IFR flight plan to demonstrate these effects. To help illustrate these points, we will carry with us a portable oxygen tank, fly our scenario at 5,000' and then don the oxygen mask to learn about our physiological response. It is recommended that you first fly the Approaches I scenario.

Emergencies

When IFR pilots think of emergencies, they usually think of partial panel flying. There are many other emergencies that can ensue beyond loss of vacuum. We will simulate electrical failures, vacuum failures, gear failures (if your airplane is so equipped,) icing, fires, engine failure (takeoff and enroute,) and radio failures. A thorough review of all procedures as described in the FARs and AIM will be conducted before the flight. Then, we will fly a simulated IFR flight and learn how to handle each of these problems. It is recommended that you first fly the Approaches I scenario.