Instrument Exercise
An activity designed to develop critical
thinking with respect to instrument
approaches
Directions
 This power point is created to guide you through the
different stages of an instrument approach. There will
be different questions posed throughout. The
answers, with explanations, will also be provided.
 Please have the following resources available to
reference:





FAR/AIM
Instrument Flying Handbook
Billings VOR-A approach
Billings GPS Rwy 25 approach
Billings ILS Rwy 10L
Here’s the situation
 You want to depart Billings for a practice approach.
You have the following currency in the previous 5
months:

4 approaches in the Archer including intercepting and
tracking
 1 approach in the sim conducted to minimums
Are you current?
Answer: No. You must execute one more approach,
and practice holding. (FAR 61.57)
Here’s the situation

Due to currency requirements, you decide to fly with an instructor. Together, you
choose to execute the VOR-A approach.

When departing from runway 28R, tower tells you to proceed direct to the
Billings VOR and contact departure. You tune and identify the Billings VOR. You
appropriately contact departure.

According to the VOR-A approach, are you required to hold?

Answer: No, the hold is not mandatory because it is not outlined in bold. Also,
this is the hold for the missed approach procedure.

Should you hold?

Answer: You would need to ask ATC for permission to hold. But, if you are
behind on briefing & checklists, it may be wise to hold to compete those tasks.

*In training, remember time is money! Do as much briefing on the ground as
possible.
VOR-A approach
 You decide to enter holding. How do you enter the hold?
 Answer: When departing from 28R you can execute a teardrop
or parallel entry.
 Remember to contact approach to communicate that you are
established in holding (AIM 5-3-3-1F = “The time and altitude or
flight level upon reaching a holding fix or point to which
cleared”).
 What is your outbound heading & for how long?
 Answer: Fly a heading of 252 for 1 minute.
VOR-A approach
 What heading do you turn to in order to intercept the
072 degree radial?
 Answer: Subtract 30 degrees from your inbound
course. 072-030 = 042. Approximately a 040 degree
heading will intercept the 072 degree radial.
 Which direction do you turn?
 Answer: Stay on the protected side of the hold –
Southwest of the VOR.
VOR-A approach
 If you choose a teardrop entry, what is your outbound heading?
 Answer: Your outbound heading would be 222
 You fly outbound for one minute, what heading should you turn
inbound to intercept the 072 degree radial? Which direction do
you turn?
 Answer: You should turn right, standard rate to a heading of 072
and intercept the 072 degree radial inbound. If you are
intercepting the 072 degree radial too quickly, increase your rate
of turn. If are having difficulty intercepting the radial, decrease
the rate of turn. This will allow you to fly northbound
momentarily, thus intercepting the 072 degree radial.
VOR-A approach
 You successfully enter holding, and complete a climb and cruise
checklist. Your instructor tells you do accomplish a MICEATM
brief according to the Rocky FTM. What does MICEATM stand
for with respect to the VOR-A approach?
M - Marker Beacons
There are none for this approach
I - Identify the approach
Tune and identify the primary navaids for the approach. In the
VOR-A it is the Billings VOR.
C – Course
The final approach course is the 072 degree radial inbound.
Continued on next slide…
VOR-A approach
E – Entry
How you are entering the approach. In this scenario,
you are entering via the procedure turn
A- Altitude
Brief the different altitudes for the approach and
when you can descend
T – Timing
Brief when to start the time and the appropriate
duration
M – Missed approach
Brief the missed approach instructions as published
or as given by the controller
VOR-A approach
 You complete a MICEATM checklist and
decide to exit holding to proceed outbound for
the VOR-A approach. How do you proceed
outbound?
 Answer: Exit holding, after turning westbound
and intercept the 252 degree radial.

Per AIM 5-3-3-1G remember to notify
approach that you are exiting holding (“When
leaving any assigned holding fix or point”).
VOR-A approach
 How far out do you fly before beginning the procedure turn?
 Answer: It depends. In a wind condition if you have a slow
outbound groundspeed, you will have a quick inbound
groundspeed. To give yourself more time to get established
inbound, go out a little farther before starting the procedure turn.
For example, fly perhaps 6-7 miles past the Billings VOR. Winds
are a contributing factor when determining how far out you want
to fly prior to initiating the procedure turn.
 For this approach, what is the maximum distance you can fly
outbound? What navaid is that distance coming from?
 Answer: 10NM from the BIL VOR. It would be wise to have your
GPS receiving DME information from the Billings VOR.
VOR-A approach
 In addition to wind, what is another factor to consider
when determining how far out to fly prior to starting
the procedure turn?
 Answer: Altitude.
 How much altitude do you have to loose, after getting
established inbound? Technically you could go out 2
miles past the Billings VOR, then turn inbound. But, on
the VOR-A approach you would need to get
established, then descend 1,100 feet, (from 6000-4900
feet) prior to the VOR. That would result in an
excessive rate of descent. Therefore, plan an
appropriate distance that will allow you to execute a
500fpm descent to the published altitude prior to the
final approach fix.
VOR-A approach
 Today there is no wind. Therefore you decide to proceed
outbound for 5 miles past the Billings VOR. You want to start
your procedure turn. What is your outbound heading? How long
do you hold that heading?
 Answer: Fly a heading of 207 degrees for one minute.
What heading do you turn inbound? How long do you hold that
heading?
Answer: You inbound heading is 027. Maintain a 027 degree
heading until you begin to intercept the 072 degree radial
inbound.
VOR-A approach
 In the procedure turn, when do you need to contact
Billings approach?
 Answer: No contact is required per the FAR/AIM.
Although, if requested by ATC contact them when
you are procedure turn inbound.
 When can you descend from 6000 feet? What
altitude do you descend to?
 Answer: If cleared for the approach, you may
descend to 4900 feet once established on the final
approach course inbound (072 degree radial).
VOR-A approach
 What is the definition of “established”?
 Answer: ½ scale deflection per_______? (IPH page
B5)
 If you are not cleared for the approach, can you
descend?
 Answer: No. You may fly the route of the approach,
but you cannot descend via the approach profile until
cleared.
VOR-A approach
 What is the final approach fix for this approach?
 Answer: The Billings VOR.
 What must be completed prior to the final approach
fix?




All appropriate checklists (descent & before landing)
Be established at 90 KIAS
One notch of flaps, if weather conditions permit (high
winds, is an example when the use of flaps is optional)
Be established on the 252 degree radial inbound
VOR-A approach
 You see the to/from flip over the VOR. What should
you do next?

Answer: Start the time. For this approach, flying at 90
knots the time is 1:44 from the FAF to the MAP 2.6nm
from the Billings VOR.
 Remember the 5T’s: Turn, Time, Twist, Throttle, Talk
to ensure that you remember to start the time.
After the final approach fix, what altitude can you
descend to?
Answer: 4180 feet
VOR-A approach
 Why is this a circling only approach?
 Answer: An approach can only be straight in if its final approach
course is within 30 degrees of the runway heading, or if a
normal descent to a normal landing cannot be accomplished.
 On this approach, when must you execute missed approach
procedures if the runway environment is not in sight?
 Answer: Execute missed approach procedures the moment you
reach 4180 feet, or the time reaches 1:44 seconds, or you reach
2.6 DME from the Billings VOR, whichever comes first.
VOR-A approach
 If you are executing the approach with the GPS in lieu of DME,
the Billings VOR must be the active waypoint in the GPS with a
current database.
 “GPS systems, certified for IFR en route and terminal
operations, may be used as a substitute for ADF and DME
receivers when conducting the following operations within
the United States NAS.






1. Determining the aircraft position over a DME fix.
2. Flying a DME arc
3. Navigating TO/FROM an NDB/compass locator
4. Determining the aircraft position over an NDM/compass
locator
5. Determining the aircraft position over a fix defined by an
NDB/compass locator bearing crossing a VOR/LOC course.
6. Holding over an NDB/compass locator”
 (Instrument Flying Handbook 7-28,7-29)
VOR-A approach
 What altitude do you stay at when circling to land?
 Answer: Stay at 4180 feet. Do not climb back up to pattern
altitude. If the weather is at minimums, you will want the lower
altitude to keep the runway in sight.
 How close to the field must you stay when circling to land?
 Answer: You must stay within 1.3 miles of the field when
executing a circling approach. This is based upon the type of
category aircraft you are: for the Archer, either A or B. Category
is based on groundspeed. A=0-90 knots B=90-120 knots.
Therefore, if you circle faster than 90 knots, you are in category
B. Thus, circling minimums are 1.6 DME.
VOR-A approach
 Be careful when executing a circle to land
maneuver!


Imagine you are in actual weather conditions
to minimums for this approach. The ceiling will
be right above you and you are having
difficulty keeping the runway in sight. You are
low, lower than pattern altitude. On the
downwind, the runway starts to fade away
behind you.
Is this the type of situation you want to be in?
VOR-A approach
 What is the MSA for this approach if you are on the 180 degree
radial from the Billings VOR?
 Answer: 8400 feet
 What is the MSA if you are on the 280 degree radial from the
Billings VOR?
 Answer: 6100 feet
 How far out from the Billings VOR is the MSA applicable?
 Answer: 25 NM
VOR-A approach
 Caution on MSA circles:
 The purpose of the Minimum Safe Altitude circle is so
that you know what altitude to climb to if you are lost,
or in an emergency. It is usually divided up by radials
into different quadrants.
 But, if you are really lost, do you know what radial you
are on? Probably not! If you knew what radial you were
on, then you could track to the VOR, and proceed on
the approach.
 The point is: Climb to the highest altitude given in the
MSA circle, if you are truly lost.
VOR-A approach
 MSA circles continued…
 Always notice what navaid the MSA circling is
referencing. Is it the VOR, the airport, or a
separate waypoint.
 The protected distance around that navaid is
usually 25NM. Always verify though, because
some are marked with a different distance.
VOR-A approach
 If you need to execute a missed approach, what is the published
procedure?
 Answer: Climbing left turn to 6000 feet direct to the Billings
VOR, and hold.

When do you begin missed approach procedures?

Answer: When you reach 1:44 on the time. Or, at MACMA
(BIL 2.6) if executing this as a GPS approach.

How would you enter the hold off the missed approach?

Answer: Teardrop entry. Fly outbound on a heading of 222
degrees (252-030=222) for one minute. Turn right to
intercept the 072 degree radial, and hold.
VOR-A approach
 If you are holding, as published on the missed
approach procedures, how long should you stay in
the hold?
 Answer: It depends. What are your intentions? Are
you trying a different approach? Are you going to a
different airport?
 Hold as long as necessary for you to develop a plan,
regain composure, become situationally aware, and
communicate your intentions.

Although, remember your fuel. If you need to divert, be
aware of your time in holding/fuel consumption so that
you do not loose the ability to divert.
VOR-A approach
 How many initial approach fixes are there on
this approach?
 Answer: Two: COLUS and the Billings VOR.
 If you begin the approach from COLUS, do
you need to complete the procedure turn?
 Answer: No, it says NoPT at COLUS.
Therefore, you may continue inbound.
VOR-A approach
 If you begin the approach at COLUS, when do you descend
from 6000 feet? What altitude do you descend to?
 Answer: Descend at Billings 10NM DME to 4900 feet, once
cleared for the approach and established on the 252 degree
radial inbound.
 What does the +/- sign mean when next to some of the obstacle
symbols?
 Answer: It means that the height of that obstacle may be
inaccurate – “doubtful accuracy”
Transition
 You circle to land off of the VOR-A approach,
landing on runway 28R.
 You receive your taxi clearance and come
back to the Rocky hangars. Although you did
well, your instructor wants to quiz you on a
few different approaches. He/she asks you
the following questions discussed on the next
slides.
GPS approaches – GPS RWY 25
 How many IAF’s are there for this approach?
 Answer: 3 – NIBBE, MUMEE, and SEXPE
Is the hold required for this approach?
Answer: If you enter the approach at SEXPE, or
NIBBE, the hold is not required. If you proceed
directly to MUMEE, the hold is mandatory.
What course should get you direct to MUMEE if over the
BIL VOR?
Answer: 072 degrees
GPS RWY 25
 Would you time this hold?
 Answer: No, because this is a distance hold – 4nm
What is the final approach fix for this approach?
- Answer: FASOK
What is the missed approach fix?
-Answer: at RWY 25
What is the final approach course for the approach?
-Answer: 250 degrees
GPS RWY 25
 Where is your VDP (visual descent point)?
 Answer: 1.1nm to RW25.
What will the VDP provide?
Answer: The VDP allows you to execute a normal
approach to a normal landing with a normal descent.
If you do not descend at the VDP, how high above the
runway will you be at your MAP?
Answer: 434 feet. This would not put you in a normal
position to land.
GPS RWY 25
 What are the three requirements per the FARs
required to land?
 Answer: FAR 91.175 states: “(1) the aircraft is
continuously in a position from which a descent to a
landing on the intended runway can be made at a
normal rate of descent using normal maneuvers. (2)
The flight visibility is not less then the visibility
prescribed in the standard instrument approach being
used. (3) At least one of the following visual
references is distinctly visible and identifiable to the
pilot:
-The threshold
-Runway end identifier lights
- Runway lights
-The threshold markings
- Runway or runway markings
- TDZ lights
The threshold lights
- TDZ or TDZ markings
- The VASI
GPS RWY 25
 What do you do if you see the runway
environment prior to the VDP?
 Answer: According to AIM 5-4-5F “The pilot
should not descend below the MDA prior to
reaching the VDP and acquiring the
necessary visual reference.” Therefore,
maintain descent minimums until the VDP,
then descend, so long as 91.127(c)(3) is
established.
GPS RWY 25
 Photo at your VDP
GPS RWY 25
 Photo at your MAP
GPS RWY 25
 By the final approach fix what mode must the GPS be
in?

Answer: Approach mode

What sensitivity should the GPS be configured in?
 Answer: .3nm sensitivity
If you do not have these qualifications, can you continue
inbound on the approach?
Answer: No, you must execute the missed approach
procedure.
GPS RWY 25
 Which GPS should the approach be loaded in? (The
top or bottom GPS, excluding 431RM)

Answer: If the top and bottom GPS is current, then it
does not matter. But, typically at Rocky, only the top
GPS is current. Therefore, load the approach in the top
GPS.

After you load and activate an approach, what should
you do next immediately?
 Answer: Push the CDI button and place the GPS in
GPS mode. This will sync the GPS with the CDI.
“GPS” in green lettering will be displayed on the CDI.
GPS RWY 25
 Does this approach provide vertical navigation?
 Answer: No, it only provides lateral navigation,
therefore it is non-precision approach.

What distance, and from what fix is the MSA circle
referencing?
 Answer: 25nm from RW25 – Caution, this is not the
KBIL waypoint.
-What does the zig-zag line mean after SEXPE and
NIBBE?
- Answer: It means that distance is not to scale
GPS RWY 25
If you had to go missed at RWY 25 and proceed to
OXIVY, how would you enter the hold?
Answer: Parallel or teardrop
What would your outbound heading be? Answer: Fly
heading 278 outbound
What heading should you turn to so that you could
intercept 098 inbound?
Answer: heading 068
What direction should you turn (left or right)?
Answer: Turn left to stay on the protected side of the
hold. Remain southwest of OXIVY
Here’s the situation
You and your instructor are done briefing. You are now
instrument current.
--------------------------------------------------------------A few weeks later, you took your mom sightseeing over
Columbus. The developing weather became marginal
faster then you anticipated. She is getting airsick and
you begin to worry.
On your way inbound back to Billings, you obtain a local
IFR clearance. Billings approach is vectoring you for
the ILS RWY 28R approach.
Here’s the situation
 The weather you pulled before the flight is as follows:
KBIL 081653Z 28023KT 5SM FEW050 SCT10 3/M01
A2980 RMK A02 BR DST N-NW ALQDS
KBIL 081736Z 0818/0918 35015KT 2SM -SN SCT020
BKN040 FM082000 35007KT 2SM –SN FEW010
FM090000 34006KT P6SM FEW060 FM090400
22010KT P6SM SKC FM091200 22015KT P6SM
SKC
ILS RWY28R
 According to the weather, although it moved in faster than you
anticipated, should you have filed an alternate? Even though
you were simply attempting to fly VFR to Columbus?

Answer: Yes. You should not have attempted the flight
initially with hopeful VFR conditions. An alternate is always
required unless the arrival airport as an approach and the
123 Rule.

What is the 123 rule for alternates?

Answer: From one hour before, to one hour after (your
proposed arrival time) the weather must be greater than 2000
feet ceiling and 3sm visibility, at your destination.
ILS RWY 28R
 What are the IFR fuel requirements?
 Answer: Enough fuel for the flight plus 45 minutes.

What are the IFR fuel requirements with an alternate?
 Answer: Enough fuel to the initial destination, to the
alternate, plus an additional 45 minutes.
Regardless, you did not file an alternate, nor prepare for
IFR conditions. You have been vectored onto the final
approach course for the ILS RWY 28R approach, and
are 3 miles from ZELAR.
ILS RWY 28R
 What is your primary navaid for this approach?
 Answer: The Localizer, I-BMO 111.5
What is your secondary navaid?
Answer: The Billings VOR
What is the glide slope intercept altitude at the final
approach fix?
Answer: 5200 feet. You will be 5160 feet at ZELAR on
glideslope
ILS RWY 28R
 The updated ATIS just came out. New weather is:
 KBIL 081753Z 30024KT 2SM OVC 001 FEW 030 2/M01 2979
BR –RA
According to the weather, can you execute this approach?
Answer: Yes. For the ILS RWY 28R approach you can shoot the
approach with 100’ ceiling. All you need is the required visibility
– reference FAR 91.175.
Billings approach clears you for the ILS RWY 28R approach.
ILS RWY 28R
 If there is an equipment malfunction, could
you execute this as a localizer approach?

Answer: No, because you briefed the
approach as an ILS. To execute this approach
as a non-precision approach, you would need
to brief it as such.

Thankfully, everything is working correctly, and
you are able to execute the ILS appropriately.
ILS RWY 28R
 You are currently 3 miles from ZELAR at 5,500 feet.
Can you descend to 5,200 feet?

Answer: If you are established on the localizer, and
cleared for the approach, you are permitted to descend
to 5,200 feet.

Should you descend to 5,200 feet in this situation?
 Answer: No, because the glide slope would be above
you. It would be better to level off, and then intercept
the glide slope. Follow the glide slope down to 5,200
feet then continue in on the approach.
ILS RWY 28R
 You continue inbound on the approach. Localizer and
glide slope are alive. Where is your MAP?

Answer: The missed approach point is on glideslope at
the decision altitude: 3,767 feet.

You reach your decision height, and you cannot fully
view the runway. But, you do have the touchdown zone
in sight. What are you permitted to do?
 Answer: If you have the TDZ in sight, you are
permitted to land.
ILS RWY 28R
 You finally land & are relieved. You receive taxi
instructions and return back to Rocky hangars.
 Although you may feel that you would never get into
a scenario outlined in this exercise, a majority of
accidents do occur due to VFR flight into IFR
conditions.
 Please remember to use good judgment when
evaluating the weather conditions prior to flight.
Although you may hold your instrument certificate,
and may be current, remember no flight is so urgent
that it cannot wait another day.
Insert Used appchs
Insert Used appchs
Insert Used appchs