IFR Flight Planning
4-3-01 EBCI
- CIV departure, GSY holding, ILS 24 full procedure, & radar vect VOR 24.
- MDA/H + 20ft!
- No delayed flap setting possible for a 2D approach. Include Flap setting to be used
in briefing.
- holding, teardrop entry: intercept the teardrop. Start the timer when start of turn.
4-3-02 EBAW
- ANT holding, ILS 29 and VOR 29 full procedure.
- talk about lightning system within briefing.
- Brief when VOR is offset, not aligned with rwy centerline.
- racetrack pattern, mostly distance based, and used to bring aircraft onto an
ILS final approach course.
4-3-03 LFQQ
- CIV6K departure, LEQ holding, ILS Y 26, and RNP 26 circle to land 19.
- You can hear on the ATIS which ILS is in use (if ILS Y, Z…)
- VPT (Visual Pattern with predescribed Tracks), alternative way to fly a circle to land.
- include Flap setting to be used in briefing.
- Intercept ILS with 45° angle.
- Arrow is always in the direction which we fly into.
4-3-04 LFAC
- TRACA G2 departure, TRACA holding, RNP24, NDB24
- for short flights, try to brief as many as possible on the ground.
- radar min altitude chart: was earlier only available to ATC (regarding radar vectors
etc). Now available to pilots also, it is the altitude from which you can be seen on
radar.
- VDP = visual descent point. It is a point in between minimums and MAP, from
which you can descent below MDH, even if you can not see the runway. Mostly
time based, because if there were a distance available, you would not need a VDP.
Time from FAP to MAP – (MDA/10).
Also on EBFN VOR29.
4-3-05 EBAW EBBR
- NIK4E departure, VOR Rwy 07R in EBBR.
- print a Navlog for IFR Flight Planning! Do not forget! Needed for fuel, time
management.
- set as much as possible into FMS. Full flight plan. And brief as many as possible on
the ground.
- NEXT STEP!!!
- say “request descent” in IFR, instead of “request descent to 2000ft”. Keep it short.
- activate approach on PFD when you are cleared for the approach. Must be done
before IAF.
- incl lights, taxi route and other specialities in briefing as you go to other,
non-familiar aerodromes.
4-3-06 EHGG EBOS
- use Jeppesen charts for more information.
- conditional clearance. “Behind traffic on final, line-up and wait behind”. Readback
“behind…behind”.
- if you are lost, use a structured method to make a right decision.
- don’t look to instructor anymore. SPIC, so you make the decisions.
- look at approach, sequencing, checking. Doorloop in your head first.
- all about MANAGEMENT, and DECISION MAKING!
- locator is not same as localizer!
- if you are not sure: “can you confirm frequency”, or “confirm maintaining heading”
4-3-06 EBKT EBOS
- SPIC => initiatief nemen! Is zelfde als “solo IFR”.
- FLY – NAV – COMM , MANAGE
(=> only in this order)
Fly : manual flight, appropriate mode of automation
Navigate: know G1000
Communicate: internal, external
Manage: long term and short term (NEXT STEP!)
- Manage, we have also acronym: FORDIC
Facts
Options
Risk
Decision
Implement
Check
- AP modes:
- basic mode: ROLL VS
- lat mode: HDG NAV
- vert mode: ALT HOLD VS (ALT ARM, turn altitude bug)
- Brief smarter, standardized briefing.
General:
- briefings: interactive and engaging, contain threat and error
management
- 3 step process:
prepare briefing
set up briefing (radio nav)
brief
Briefings per flight phase:
- crew briefing: A W N F, T/O, speeds, abnormals, T&E
(if already discussed, say “checked”)
- before taxi: SID briefing, request IFR clearance (is not required)
SID: start at top, chart, TA, MSA, Routing, Remarks
- approach: incl approach strategy (2D vs 3D)
configuration management (common mental state)
guidance management (raw data, RNAV overlay)
actions after landing (taxi in)
- CALLOUT THE GO AROUND!
- you need to perform a holding for positioning
4-3-06 EBKT EBAW EBKT
- say to ATC: “passing altitude”, “climbing …” and lateral clearance
- vliegen is prioriteit! Aviate! Ook in wolken.
- vectored ILS approach: vliegen wat ATC vraagt, niets anders.
- bij approach ook vertical speed meenemen in de scan. En zorgen dat je niet
onder het profiel gaat.
- calls are above field elevation: “200ft, 500ft…”
- voor je op AP drukt, check FMA modes.
- vlieg attitude en wings level. Attitude bij climb out is 7,5°, 88kts.
- AUTOPILOT: DA40D: AP kan enkel VS: dus let op speed
DA40NG: bij climb: use FLC mode of AP. Die neemt speed mee.
Bij desc VS mode gebruiken.
- SID after T&G: opschrijven wat ze je geven, en in stby zetten als het kan.
Indien unable, aangezien tijdens approach, vraag vectors.
- in frankrijk staat de departure soms op 10-9 chart, indien er geen SID’s zijn. Zijn dan
omnidirectional departures.
- GRID MORA is not same as MSA.
- incl wind in GS calculation on Jeppesen chart.
4-3-09 LFRN EBOS
- Powerbank needed for IPad.
- Go around is not the same as a missed approach.
- “FL100… captured”
- AP: opletten met modes te deselecteren. Beter andere modes selecteren.
- SOP callout transition altitude. “Standard, FL…”. Check 2x (G1000 and stby)
- zvm van setup blijven voor approach. Laat staan.
- bij flare: aileron input laten afhangen van of je van de centerline afdrift of niet.
- niet aan noise cancelling prutsen op 200ft, even uithouden.
- wanneer ATC zegt: “ctc me on…”, dan bij overschakelen op nieuwe frequency zeg
je “OCO321S on …” (new frequency)
- ATC “Cambrai Ferdi”, dan haal je de punten ertussen eruit. Ook indien ze op een
rechte lijn liggen met elkaar.
- om van IAS naar TAS te gaan, ongeveer: +2%/1000ft erbij
4-3-11 LFOH EBOS
- STAP: franse ATIS met beperkte gegevens, automatisch bericht.
- maintain rwy centerline, also during taxi! Do not give throttle input when on
rwy after touchdown, let the aircraft slow down.
- if you need to enter a holding for positioning, it is the same as a holding for ATC.
- 7,5° on climb, and RIGHT RUDDER!! Fly attitude initially.
- for a go-around, it is the safest option to start turning, when you are at the
circling altitude. This is the “first safe” altitude.
- fly tracks, also on final approach ILS course.
- PDG: if there is an increased PDG, the reason is only given when it is not a clear
reason (airspace evt.).
- fly-over waypoint needs to be briefed, and checked in FMC.
- if you expect a go-around, brief actions you will do.
4-3-8 LFRG EBOS
- time management! Do not wait to set radio aids until you can identify them. Just
make sure they are identified before using them.
- energy management: monitor your vertical profile. How many miles do I need to
descend? ILS has a DME! Distance needed = height x 3…
Or ask ATC “request further descend”. Think about when you need to descend!
- protected visual circling area: 1,68nm. It is based upon speed.
4-3-7 EBOS EBKT EBAW EBOS
- Briefing goal: to achieve a common mental state in the cockpit. Brief also your radio
set up, and configuration management! Try eventually to fly more operational
(delayed flap approach…)
- avoid to use the throttle constantly, even during taxi. Set a power setting, and leave
it like that. Avoid using fuel pumps constantly.
4-3-15 EDSB EBOS
- watch out during AP operations. When you say “1/1000 to go”, set hand on the
throttle, to add/reduce thrust as needed.
- switch fuel tanks once every 30/60min.
4-3-10 EBOS LFQQ EBOS
- 2D minima: LNAV: +20ft.
- DH x 6 = min visibility to see the runway.
- do not use AP in VS mode on OEKVK in climb, due to stall, you cannot control
speed.
- first select approach with IAF, when you are cleared to an IAF. Do not push on the
vectors-to-final button. Do not use it if you do not know exactly how to use it.
- next step concept!
- when you do approach briefing on the ground due to short leg, brief again
shortly in the air, to brief differences.
- on FAF= set LDG flaps and set MAA.
- briefing begins with AWNF, and ATIS. Do not forget checklist.
- OEKVK is not LPV approved.
- do not just read back ATC clearances, if they give you something you do not want
or did not ask for.
- review special entry with VOR holding. Use rate 1 turns in holdings.
- apply drift correction if no track available.
- landing light on if you receive the clearance!
4-3-13 EBOS LFAT EBOS
- bij OUT-IN interceptive draai je 135°, zo intercepteer je de IN bound track.
- bij landing, maintain centerline. Stick ophouden om beter te remmen, er staat
meer downforce op de main wheels, en je ontlast het neuswiel.
- when performing flapless approach, set throttle in idle, because DA40 does not
loses speed easily without flaps.
- during landing, you can give full rudder to align the nose with the centerline. And
keep stick in the wind.
- during flight planning, check route advisor, but make own planning with waypoints.
Route advisor may give you various altitudes for each leg.
- 2nd alternate in flight plan if you use a landing aerodrome in which there is no
official met office.
- never delete or add or change an active waypoint in the flight plan.
- you need to brief the fly-over points during the briefing.
- review grid mora.
4-3-16 EBOS LFQQ EBAW EBOS
- avoid brake input on takeoff. Set brakes more aft, and feet on the sides.
- You set 1013 when passing TA during climb, and set QNH when cleared to any
altitude during descend.
- use CWS to correct altitude on AP.
- you need to be stable on 2nm of IAF.
- visualize holding more. Show where holding is located. Teardrop is taken from
holding radial, not actual heading. Teardrop need to be intercepted. Is in fact an
in/out interception.
- don’t forget fuel balance.
- flare: higher AoA. Aircraft needs to lose it’s energy. Vliegtuig zal zichzelf op de
grond zetten.