HERE - Avilu

Transcription

HERE - Avilu

Standard Operating Policy
SOP
Flying Training Organization (FTO)
Modular Organization
PPL (A) – CPL (A) – IR (A)
“VFR & IFR Operations”
By:
HT Roberto Sartori
Contents
Revision History
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Date
06 Oct. 02
Author
Sartori R.
12.11.2006
Changes
Definitive version
SOP - Autore Roberto Sartori
Contents
0
INTRODUCTION
0.1
0.1.1
0.1.2
0.2
0.3
0.4
0.5
0.5.1
0.5.2
0.6
0.7
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TRAINING ENTRY REQUIREMENTS
DOCUMENTS:
DOCUMENTATION:
TRAINING ORGANIZATION
FOREIGN LICENCE - FOREIGN AIRCRAFT REGISTRATION – CITIZENSHIP
NOTICE OF FLIGHT HOURS, IR EXAMINATION INTERVAL
AIRMANSHIP
FLIGHT SAFETY
HUMAN PERFORMANCE AND ASPECT DEVELOPMENT (HAD)
APPLICABILITY OF GIVEN FLIGHT PROCEDURE DATA
AIRCRAFT APPROACH CATEGORY (PANS-OPS)
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Contents
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FUNDAMENTALS
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1.1 PRE FLIGHT BRIEFING (BRIEFING)
1.2 POST FLIGHT BRIEFING (DEBRIEFING)
1.3 SCANNING
1.4 BANK
1.5 IFR-NAVIGATION
1.5.1 LINE OF POSITION (LOP) VALUE CHANGES:
1.5.2 RBI NAVIGATION
1.5.3 NDB NAVIGATION
1.5.4 LOP, QDM, QDR INTERCEPT PROCEDURE, THE “6 POINTS RULE” (I)
1.5.5 LINE-UP
1.5.6 CORRECTION ANGLE ON LOP
1.5.7 REVERSAL PROCEDURES (I)
1.5.8 HOLDING (I)
1.5.9 RATE ONE TURN & GATE
1.5.10 WIND CORRECTION
1.5.11 APPROACH SEGMENTS (I)
1.5.12 DME ARC (I)
1.5.13 EN ROUTE NAVIGATION SETTING FOR A FLIGHT
1.6 SPATIAL ORIENTATION
1.7 AVIONIC USE AND SETTING
1.8 SMALL LOOP – BIG LOOP
1.9 SID, STAR, NAV CHARTS (I)
1.10 SYSTEMATIC
1.11 ANTICIPATION
1.11.1 ATTITUDE
1.11.2 AWARENESS
1.11.3 ACTING CONSCIOUSLY
1.12 BRIEFINGS
1.13 SINGLE PILOT OPERATION
1.14 SEAT POSITION
1.15 SEAT BELTS
1.16 CHECKLIST PHILOSOPHY
1.16.1 CHECKLIST BY HEART OR BY PAPER
1.17 CHECKLIST LEGEND, EXPLANATION
1.18 VOICE - RADIOTELEPHONY
1.18.1 PROCEDURES – TIPS
1.19 LOOK-OUT
1.20 COCKPIT CALL OUT (I)
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FLIGHT PLANNING
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2.1 HINT
2.2 TIME MANAGEMENT
2.3 CUSTOMS
2.4 PERMISSION
2.5 SLOT
2.5.1 CTOT
2.6 OPERATIONAL FLIGHT PLAN (OFP)
2.7 FUEL CALCULATION – FC
2.7.1 NON JAR REGULATED – PPL(A)
2.7.2 JAR OPS FUEL POLICY - CPL
2.8 WEIGHT AND BALANCE - W & B
2.9 ATC FLIGHT PLAN (I)
2.10 WEATHER (I)
2.10.1 APPLICATION OF TAF AND TREND FOR FLIGHT-PLANNING (PRE FLIGHT):
2.10.2 WEATHER TO PLAN WITHOUT ALTERNATE (I)
2.10.3 JAR OPS PLANNING CRITERIA (I)
2.10.4 MINIMUM VISIBILITY FOR VFR OPERATIONS
2.11 SPECIAL WEATHER CONSIDERATIONS
2.12 STATIC PHENOMENA AND NAVIGATION
2.13 NOTAM
2.14 KOSIF OR MILITARY ACTIVITY
2.15 PERFORMANCE
2.16 TWIN-ENGINE PERFORMANCE
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FLIGHT PREPARATION
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3.1 OVERVIEW
3.1.1 DOCUMENTATION AND ADMINISTRATION
3.1.2 EQUIPMENT
3.1.3 AIRCRAFT
3.2 AIRCRAFT ACCEPTANCE
3.3 ECONOMICAL REFUELLING
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FLIGHT PROCEDURES
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4.1 PITCH / POWER REFERENCE TABLE (I)(M)
4.2 SPEED TABLE: FTD - PIPER SENECA II (M)
4.3 HANDOVER CONTROLS
4.4 THROTTLE HANDLING
4.5 TAXI
4.6 TAXI CHECK
4.7 TAKE-OFF NOT PERMITTED
4.8 TAKE OFF BELOW LANDING MINIMA (I)
4.9 TAKE-OFF BRIEFING
4.9.1 TAKE OFF BRIEFING FROM THE INSTRUCTOR
4.9.2
TAKE OFF BRIEFING BASIC STRUCTURE
4.10 TAKE-OFF BRIEFING PIPER SENECA II (M)
4.11 TAKE-OFF BRIEFING SINGLE ENGINE AIRCRAFT (P28R)
4.12 HOLDING POINT
4.13 LINE-UP
4.14 SETTING OF TAKE OFF POWER
4.15 ROTATION, INITIAL CLIMB
4.16 CLIMB GRADIENT / CG = ROC:GS (JEPPESEN-ATC-PAGE 202, 2.3.2)
4.17 CLIMB
4.17.1 CLIMB PROFILE
4.18 STEP CLIMB
4.19 CRUISE
4.19.1 CRUISE SYSTEMATIC:
4.20 DESCENT
4.21 TOP OF DESCENT
4.22 ATIS/MET REPORT
4.23 MILANO & GARDA APPROACH FREQUENCY (I)
4.24 APPROACH MINIMA (I)
4.25 APPROACH BRIEFING
4.25.1
APPROACH BRIEFING SAMPLE (I)
4.26 CLEARANCE LIMIT (I)
4.27 APPROACH SPEEDS (I)
4.28 CONFIGURATION (I)
4.29 RADAR VECTORS (I)
4.30 INTERMEDIATE AND FINAL APPROACH (I)
4.31 ESTABLISHED (I)
4.32 ALTIMETER CORRECTION (I)
4.33 OUTER MARKER OR SUBSTITUTE (I)
4.34 ILS APPROACH (I)
4.35 HIGH SPEED ILS / LOW DRAG APPROACH (I)
4.36 NON PRECISION APPROACH (NPA) (I)
4.37 VISUAL DESCENT POINT (I)
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4.38
4.39
4.40
4.40.1
4.41
4.42
4.43
4.44
4.44.1
4.45
4.46
4.47
NDB CONSIDERATIONS (I)
LOCALIZER BACK COURSE (I)
CIRCLING APPROACH (I)
VISUAL CIRCUIT (I)
MISSED APPROACH POINT (MAP) (I)
DA/MAP ACTION (I)
AIMING POINT (AP)
OPTICAL ILLUSION
VISUAL CUES (I)
LANDING, TOUCH DOWN
LANDING DISTANCE
LANDING IN FOG OR BLOWING SNOW (I)
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EXTRA EXERCISES
5.1
5.1.1
5.1.2
5.2
5.2.1
5.3
5.4
5.5
5.6
5.7
5.8
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GO AROUND
PROCEDURE DRILL FOR GO AROUND, THE 5 PACKAGES
LOW GO AROUND
TOUCH AND GO
PROCEDURE
SHORT LEGS, MISSED APPROACH
NIGHT OPERATION
STEEP TURN
ABNORMAL ATTITUDE
APPROACH TO STALL AND RECOVERY
SLOW FLIGHT MANOEUVRING (M)
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SYSTEM
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
6.14
6.15
6.16
6.17
6.18
6.19
6.20
6.21
6.22
6.23
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USE OF EQUIPMENT
ALTIMETER TOLERANCE
ALTITUDE SELECTOR (IF AVAILABLE)
ANTI COLLISION AND STROBE LIGHTS
AIR CONDITIONING
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) (M)
AUTO PILOT/FLIGHT DIRECTOR OPERATION (M)
CABIN DOOR SEAL
ELECTRICAL PITCH TRIM TEST
ELECTRICAL SYSTEM PIPER SENECA II, HB-LLM
GPS
HDG BUG/COURSE
HEADSETS
INTERCOOLER (IF EQUIPPED) (M)
MIXTURE - LEANING PROCEDURES AND POWER REDUCTION
PROPELLER SYNCHROPHASER (M)
B-RNAV
RADAR ALTIMETER RA (IF AVAILABLE)
ANTI COLLISION LIGHTS
SUNGLASSES
VERTICAL SPEED SELECTOR
WEATHER RADAR
STORM SCOPE
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ABNORMAL & EMERGENCY PROCEDURES
7.1
7.2
7.2.1
7.2.2
7.2.3
7.2.4
7.2.5
7.3
7.4
7.4.1
7.4.2
7.4.3
7.4.4
7.4.5
7.4.6
7.4.7
7.4.8
7.4.9
7.5
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AUTHORITY
PRINCIPLE
STAY TRANQUIL & CALM
FLY THE AEROPLANE
PROPERLY ANALISE AND ASSESS THE MALFUNCTION
START TROUBLE SHOOTING BY APPLICATION OF SYSTEM KNOWLEDGE AND CHECKLISTS
BE AWARE OF OPERATIONAL CONSEQUENCES
MALFUNCTIONS
ENGINE FAILURE (M)
PHASE OF FLIGHT
ENGINE FAILURE - TAKE-OFF
ENGINE FAILURE - FLIGHT
ENGINE FAILURE - APPROACH
IDENTIFICATION OF GOOD/BAD ENGINE (M)
BEST PERFORMANCE SINGLE ENGINE (M)
PROCEDURES (M)
CONDITIONS (M)
CONCEPTIONS (M)
ENGINE FIRE
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GENERAL INFORMATION
8.1
8.2
8.2.1
8.2.2
8.3
8.3.1
8.3.2
8.4
8.5
8.6
8.7
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TOLERANCES
LUGANO IFR PROCEDURES (I)
LUGANO OPERATIONAL TIPS
LUGANO APPROACH PROCEDURES
LUGANO VFR PROCEDURES
AERODROME CIRCUITS
ATC PROCEDURES AND TIPS
PASSENGER RELATION
MEDICAL REGULATIONS
EXAMINATION CHECKLIST
TYPE OF QUESTIONS AND ASSESSMENT DURING A FLIGHT EXAMINATION
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ATTACHMENT
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9.1 PROFILES
9.1.1 TAKE OFF PROFILE AEO FLAPS 10°
9.1.2 TAKE OFF PROFILE OEI FLAPS 10°
9.1.3 ILS APPROACH AEO
9.1.4 ILS APPROACH OEI
9.1.5 NPA AEO
9.1.6 NPA OEI
9.1.7 GO AROUND AEO
9.1.8 GO AROUND OEI
9.2 STANDARDIZED ATC FPL
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Introduction
0
INTRODUCTION
0.1
Training Entry Requirements
0.1.1
Documents:
;
;
;
;
Valid Trainee Licence or PPL licence
Theory exams completed including radiotelephony, complete DOC to
Avilù
General flight experience at examination must be according to JAR-FCL
Valid Medical Certificate Class 1 CPL-ATPL or Class 2 PPL-IR.
Note: Pilots without appropriate medical certificate start education at their own risk!
0.1.2
Documentation:
;
;
;
;
;
;
;
;
0.2
Avilù SOP
Jeppesen Airway Manual
AeCS Meteo Decoder (Yellow)
AFM + Jeppesen Multi Engine Pilot Manual
Swiss FOCA Flight Log Book JAR-FCL 1.080
Kneeboard, or appropriate tools
AIP 2 VFR Switzerland
Avilù Library, appropriate books and folders
Training Organization
Your instructor organizes the training in coordination with you. In case of general
school related remarks or problems which you can not solve together with your
instructor, please contact HT Roberto Sartori or/and AM Paolo Speziali.
0.3
Foreign Licence - Foreign Aircraft Registration – Citizenship
Any Foreign Licence must be treated according to the FOCA Procedure Check List;
any other cases must be submitted to FOCA FA for confirmation of procedure
correctness, at least by e-mail to the responsible officer.
JAA State registered ACFT are used for training exclusively.
Foreign citizens carefully verify conditions for employment in Switzerland.
0.4
Notice of Flight Hours, IR Examination Interval
Hours count as Dual for IR student pilots when training on a plane without
aeroplane rating endorsement.
An IR examiner can be flown 3 months ahead without loss in expiry.
Holders of a basic licence with a no longer valid IR have to complete an IR Skill
Test only, within 5 years of last IR Proficiency Check or Skill Test.
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Introduction
Additional conditions, which have to be fulfilled beyond 5 years, are given by
FOCA. Usually it is a written test in rules and regulations (Subject 10 Air Low) and
an IR Skill Test.
0.5
Airmanship
Respecting principles (Values, Moral, Procedures, Systematic, Methodism, Tactics,
Strategies) helps joining the professional segment of aviation.
0.5.1
Flight safety
Safety untouchable highest principle, followed by:
•
•
•
0.5.2
Timing
Passenger comfort
Economy
Human performance and aspect development (HAD)
Act according to applicable rules and regulations (Air Law, AIP, ATC, AFM, etc.)
train and use an exemplary airmanship relative to professional environment.
Make your own planning and decisions, use PIC function, be independent, plan
and stay ahead of your aircraft, train useful systematic, follow standard flight
procedures in normal flight conditions.
Basic IR scanning with reference to:
PITCH
POWER
SPEED
•
AVIATE:
Maintain continuous control of the aeroplane
•
NAVIGATE:
Select correct heading, radial to / from, or QDM /
QDR, track to a Fix and Altitude / FL
•
COMMUNICATE:
Communicate any Incident or Accident and/or your
course of action
Stay current in procedures, checks, drills, data for aeroplane operation.
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Introduction
0.6
Applicability of given Flight Procedure Data
Figures and procedures given in this handbook relate to CPL/IR, FNPT, Seneca II
(MEP) and Arrow (SEP) mainly.
Must be used as hard reference guide-line for procedures
standardization from the PPL(A) training too. The instructor selects and
identifies the main procedures to be applied, some little modification has to be
considered in order to remain within the operational consideration of PPL(A)
training and operations. The student has to be conducted in the manual and
helped to underline the chapter or information he needs.
Chapters that are for IFR/IR only are marked with (I).
Chapters that are for MEP(A) only are marked with (M).
This manual is applicable for training to aim for professional pilot
proficiency
Operate aeroplanes according to Aeroplane Flight Manual (AFM)
0.7
Aircraft Approach Category
(PANS-OPS)
FNPT operation category:
B
Piper Seneca operation category:
B
Speeds (IAS in Knots/Kias) based on 1,3 times the stall speed in landing
configuration at maximum gross landing mass (Vat = 1.3 x Vso)
Category B applicable speeds (see Jeppesen 1 - Introduction section - page. 2):
•
•
•
•
•
•
•
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Vat Threshold:
V Initial approach:
V Final approach:
V Max Visual circling:
V Max. Intermediate missed approach
V Max. Final missed approach
V Max. for Reversal and race track procedures:
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91 – 120
120 – 180
85 – 130
135
130
150
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Fundamentals
1
FUNDAMENTALS
1.1
Pre Flight Briefing (Briefing)
* Start these briefings by verification of validity
ADMINISTRATION
1.
Documents:
2.
Timing:
3.
4.
Entry Requirement:
Airport Directory:
Handover Licence, Medical certificate, Logbook, NAA
forms to instructor/expert.
Briefing timing, required and received slots from
AAU.
All requirements fulfilled (including passport and ID)
Inform of received training permission(s) from AD
authority.
SESSION
1.
Programme:
2.
3.
Objective(s):
Documents:
Routing, number of approaches, type of approaches,
and specific exercises.
Phase session, perhaps personal objective(s).
OFP – Mass & Balance - Performance - Fuel
calculations.
WEATHER: *
1.
2.
General Forecast:
SWC/TEMSI:
3.
Wind/Temp. Charts:
4.
5.
6.
GAFOR:
GAMET:
Metar/TAF:
7.
8.
Sigmet:
Special:
Collect the reports and take notice of contents.
Establish the general weather situation in relation to
the Swiss typical weather models. Draw routing(s),
explain expected conditions, verify possibility of
flight practibility relative to equipment, icing,
thunderstorms.
FL50 - FL100 – FL180 Calculate and note Freezing
level.
Take notice of general conditions.
Take notice of sector condition.
Note ETA, analyse departure, en route(s),
destination, alternate(s), make your mind up.
Analyse affecting Sigmet only.
Warnings, Snowtam, Runway Report.
ATC: *
1.
2.
3.
4.
ATC/Terminal:
Notam:
ATC FLT PLN:
Emergency:
KOSIF and MIL activity *
State’s special terminal procedures, Radar Minima.
Brief affecting Notam, including alternates.
Show form as transmitted.
Brief procedures (Not ICAO standard) if applicable,
document and charts ready.
Brief activities close
including, alternate.
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to
routing
and
airports,
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Fundamentals
CUSTOMS
Explain procedure applied.
PAX TICKETS
Issued, if needed.
AEROPLANE ACCEPTANCE
1. Position:
2. Checks:
3. Journey Logbook:
4.
5.
1.2
Fuel:
Oil:
Post Flight Briefing (Debriefing)
a.
b.
c.
d.
1.3
Actual stand of aircraft.
Cockpit preparation and Outside check completed.
Aircraft
inspection
interval,
troubles
and
observations.
Quantity.
Quantity.
Analise objective(s), programme, and positive points, identify amelioration
topics.
Fill in forms.
Fix date and time, programme and objective of next session.
Reserve aircraft or simulator.
Scanning
Instrument flying requires coordination of attitude and power setting to obtain
or maintain primary flight parameters.
All visual references are replaced by instruments.
Most instruments ask for a systematic, methodical, and tactic of supervising of
required parameter.
False readings and false interpretations can almost be avoided if you already know
parameters that should be indicated before reading them. It is neither possible nor
required to control all instruments at the same time. Therefore follow scanning
priorities depending on attitude. Stabilized attitudes (performances) are
established and maintained by coordination of pitch and power. It is possible
best, if you know reference data.
This fact explains, that the artificial horizon is the very central flight
instrument. Starting from the ADI, all other instruments are scanned radially and
selective according to priority in specific rhythm. Horizon demands at least 80% of
complete scanning at highest attention.
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Fundamentals
T - SCANNING
ASI
ADI
ALT
T&B
HSI
VSI
ASI
Air Speed Indicator
T&B
Turn & Bank Indicator
ADI
Attitude Director Indicator
HSI
Horizontal Situation Indicator
ALT
Altimeter
VSI
Vertical Speed Indicator
CRUISE
ASI
ADI
ALT
ALT1
T&B
HSI
HSI2
VSI
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Fundamentals
CLIMB
ASI 1
ADI
ALT 2
T&B
HSI 3
VSI
DESCEND
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ASI 2
ADI
ALT 3
T&B
HSI 4
VSI 1
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Fundamentals
CRUISE TO CLIMB
ASI
Power
ADI
HSI
T&B
ALT
VSI
CLIMB TO CRUISE
ASI
ADI
Power
T&B
HSI
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ALT
VSI
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Fundamentals
CRUISE TO DESCEND
ADI
Power
ASI
T&B
HSI
ALT
VSI
DESCEND TO CRUISE
Power
ADI
ASI
T&B
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HSI
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ALT
VSI
Fundamentals
Plan attitude changes and perform them systematically.
Consider all required items to perform attitude changes:
•
•
•
•
Select new altitudes, or set a reminder
Altimeter settings
Cowl flap operation
Correct sequencing of Mixture - Propeller – Throttle
Instrument flying asks for a good intellectual, manual mixture of capabilities and
an unlimited flexibility. Each action must be planned and performed accordingly.
This gives you a situation position ahead of the aeroplane and overview.
In expanded scanning return to horizon and basic scanning pattern after each
manipulation, check item, briefing step, OFP work, ATC conversation, passenger
relation.
Whenever a flight is conducted with autopilot and/or flight director, scanning
has to be intensified using a Raw Data back up for redundancy of AP/FD
programming and supervision of the ongoing operation.
1.4
Bank
Turns shall be flown using rate one turn bank angle to max 25°. Larger
bank angles (> 30°) are outside normal flight procedures and call for clear
pitch/power adjustment to maintain altitude and airspeed.
Heading changes of more than 25° shall be flown at 25° bank.
For smaller heading changes use bank angle that equals heading change in
degrees.
1.5
IFR-Navigation
SLS IFR Navigation / Respective ICAO PANS - OPS Jeppesen
1.5.1
Line of position (LOP) value changes:
Outbound:
Large value to the right
Smaller value to the Left
Inbound:
Large value to the left
Smaller value to the right
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Fundamentals
1.5.2
RBI Navigation
Instrument Sectors
Minus -
1.5.3
Plus +
QDM = HDG ± RB
Needle Peak
QDR = HDG ± RB
Needle end
NDB Navigation
Be aware of ahead or past indications, false indications during turns (false by 5°
to 15° into direction of turn due to the sense antenna reception motion) and
various possible system disturbances.
At ahead indications make 45° wings level check in approach, holding and
reversal procedures.
QDM Correction
Follow needle
To the Station – To the Needle
QDR Correction
Leave needle
Leave the Station – Leave the Needle
Push needle end with aircraft nose towards required value (on RMI).
1.5.4
LOP, QDM, QDR Intercept procedure, the “6 Points Rule” (I)
Action
Point Rule
1.
2.
3.
4.
5.
6.
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Actual
Requested
Difference
Intercept Procedure
Intercept Heading
Turn to the
QDM/QDR or Radial
QDM/QDR or Radial
> 10° - 15° - 30°
30° - 45° - 90° / 45°
…….°
Left or Right
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Set Reminder
Set Reminder
Time to station, Read Diff.
Select procedure
Orientation phase, set bug
Procedure Check
Fundamentals
Notes:
LOP, QDM/R Difference
< 10°
< 15°
11° - 30°
16° - 30°
31° - 70
Intercept
Procedure
30°
30°
45°
45°
90° - 45°
Time to station
> 3 minutes to station
< 3 minutes to station
> 3 minutes to station
< 3 minutes to station
90° intercept until 20° to go to R. LOP
Turn in order to be established on track as early as possible.
RMI interception needle is between HDG and requested line of position
1.5.5
Line-up
Line up depends on:
•
•
•
•
•
1.5.5.1
Angle speed of moving needle
Distance from station
Ground speed
Intercept angle
Bank angle
Station / Check point Passage, the “5 Ts Rule”
Action
5 Ts Rule
1.
2.
3.
Time
Twist
Turn
4.
5.
Throttle
Talk
Master Clock - OFP
OBS – CDI - ADF
HSI - DG
Check Time - Noted
Set instruments
Set HDG Bug, Turn to
Power, Altimeter
ATC
Set or Check power / Alt.
Report to ATC, Reminder
Check Procedure
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Fundamentals
VOR
VOR
DME
R 090°
R 090°
R 180°
R 180°
Procedure without DME
Turning Point = From indication
Procedure with DME
Turning Point = GS/100 + FL/100
GS 160 / 100 = 1.6
FL 090 / 100 = 0.9
1.6 + 0.9 = 2.5 NM before
Intercept angle = Radial difference : 3
1.5.6
“Maximum 30°”
(360° - 090° = 90:3 = 30°)
Correction angle on LOP
Distance From Station above 3 minutes Distance From Station below 3 minutes
Deviation in° x 3 = correction angle deviation in° x 2 = correction angle
(max. 30°)
1.5.7
Reversal Procedures (I)
•
•
•
•
1.5.8
(max. 30°)
45° Procedure Turn
80 / 260° Turns
Base Turn BT 30°
BT offset on outbound leg:
1’ leg: 36° off set
Holding (I)
Standard Holding - Right Turn
26
Outbound leg
Below
Above
Gate:
30° angle
Entries:
Direct – Offset – Parallel
Time check:
Abeam fix outbound or DME if required
12.11.2006
14’000 feet
14’000 feet
1 minute
1 minute 30 seconds
Fundamentals
1.5.9
Rate one Turn & Gate
Bank Angle for Rate one Turn = TAS (kt) : 10 +7
Intercept LOP during reversal procedures and in holdings at an angle of radial
inbound ± 20°, maximum 45° intercept.
Call out:
1.5.10
“Time elapsed / DME …. , Gate checked“
Wind Correction
1/3 Method Correction, Speed tolerance ± 10 kt
1.5.11
Wind component
3/3
31° - 60°
2/3
61° - 90°
1/3
91° - 120°
1/3
121° - 150°
2/3
151° - 180°
3/3
2/3
3/3
3/3
2/3
1/3
TAS (kt)
Wind Correction Angle (WCA)
60
Cross Wind 1/1
120
Cross Wind 1/2
180
Cross Wind 1/3
Approach Segments (I)
Flight Segment
Composition From - To
Arrival Route:
From AWY to Initial App. Fix
Initial Approach Segment
From IAF to Intermediate App. Fix
Intermediate Approach Segment
Final Approach Segment
From IF to Final App. Point / Fix
From FAP/FAF to Missed App. Point
Missed Approach Segment
1.5.12
1/3
Head
Wind
0° - 30°
Cross wind component
Tail
Wind
Angle between ACFT and
wind direction
From MAP to Initial App. Fix
DME Arc (I)
Turning Point:
1.0 NM before Arc To/From the station (Speed 140 Kias)
Entry Heading:
At Turning Point actual Radial To/From ± 100°, thereafter
change 10° HDG every 10° radial passage.
12.11.2006
27
28
12.11.2006
VOB 090°
NAV 2
VOB
VOB 180°
SRA 180°
NAV 2
NAV 1
SRA 090°
NAV 2
NAV 1
NAV 2
NAV 1
SRA
LIC 090°
VOB 090°
VOB 180°
SRA 180°
NAV 2
NAV 1
LIC 045°
LIC 090°
LIC 045°
NAV 2
LIC
LIC 045°
NAV 1
1.5.13
NAV 1
Fundamentals
En route navigation setting for a flight
Fundamentals
1.6
Spatial Orientation
Artificial horizon serves as projection platform for spatial orientation and at the
same time guarantees attitude control.
Mid point of attitude indicator is meant to be your navigation aid on ground. For
orientation purpose project your plane together with wind and compass rose on it.
1.7
1.8
Avionic Use and Setting
Component
Use and Setting
Marker:
Departure – Arrival - TMA:
En route - AWY:
Audio panel:
Phone or speaker, COM 1
COM 1:
Active ATC
Frequency
COM 2:
ATIS – Ground – Apron - Volmet – FIS – Company 121.50
NAV 1:
Primary and direct flight navigation
NAV 2:
Ahead navigation – Crosschecks – Intersections - Back up
½ Between stations:
Change NAV Freq. to navigate “Next Step Principle”
Departure:
Setting according SID / Departure CLR and ahead onto
airway
Identification:
All navigation aids must be identifies before use according
to small loop.
In addition to the ADF:
Immediately check bearing at frequency selection, leave
code Morse on speaker for function monitoring
Approach:
Approach set helpful and required stations as early as
possible
LOW
HIGH
radiotelephony
/
Standby
setting
next
Small Loop – Big Loop
Small Loop
COM 1 - 2
Items
Action
Frequency USE
Set Freq.
Talk
Make ATC call
Frequency STBY
Set next Freq.
NAV 1 – 2
Frequency USE
Ident
OBS / CDI / Needle
DME setting
GNS 430 1- 2
Items
Action
Flight Plan
GNS 1
Ö
Map Mode
GNS 2
Ö
Programmeming & Conventional NAV
Re
& Charts Back Up
programmeming
Set required Frq.
Ident with Morse
Set instrument
Verify DME select
12.11.2006
29
Fundamentals
Big Loop
Item
Audio panel
Marker
COM 1
NAV 1
COM 2
NAV 2
DME
GPS
ADF
Transponder
Altitude Selector or Reminder
Action
Check correct settings
Check OM / MM / IM Lights, Set High / Low
Follow Small Loop - Primary COM
Follow Small Loop - Primary NAV
Follow Small Loop – Assisting COM
Follow Small Loop - Assisting NAV
Check correct selection of proper NAV Aid
Programmemed, GNS 1 – 2 display set
Follow Small Loop - Primary or Assisting NAV
Set, On/Alt
Set
The loops are base on the principle of the:
3C
Command – Control - Correct
Big loop is used in changing navigation situations as passage of a waypoint or
NAV aid and in alternations from standard navigation to radar vectoring or
inverse.
1.9
SID, STAR, NAV Charts (I)
Carefully study remarks as speed restrictions (example Milano), RTF instructions
to be followed immediately after take-off (examples Germany), noise abatement
procedures, climb gradients, altitude restriction.
1.10
30
Systematic
Items
Actions
Actions:
Think, Analise, Assess, Decide, Act and Verify. Any
action is followed by a result (Action corresponds to a
Reaction)
ATC Data:
Transpose immediately upon reception
Altimeter:
Set required Barometric pressure.
On CLB in a Control Zone passing TA: QNH to QNE
On DES in a Control Zone passing TL: QNE to QNH
Out of Control Zone below 900 m/3000’ AGL: QNH
Out of Control Zone above 900 m/3000’ AGL: QNE
Twist:
Start Twist at the second T (5T’s Rule) or 200 ft in
front of turning point
12.11.2006
Fundamentals
Configuration Changes:
Check speed, transition and position by indicator and
visually, call out target speed.
•
•
•
Landing gear extension:
Verify speed limitation, move handle down, leave hand
on switch.
Illumination of 3 green gear lights
Look in LH nacelle mirror (Seneca), release Gear
selector Switch:
•
•
•
•
•
•
Level changes:
“Speed Check”
“Flaps 10°”
“Target Speed”
“Speed checked”
“Gear transit”
“Three greens”
“Visual check”
“Taxi lights on”
“Target speed …..”
Start Level off at:
Level off gate = VSI : 10
When at cleared altitude/FL let the aeroplane
accelerate/decelerate to cruise speed, thereafter set
power according to power table or procedure, as last
TRIM.
1.11
Time checks:
Get in habit of making time checks regularly in certain
positions:
•
Procedure turns
•
Abeam holding fix
•
OM or substitute
•
Under Radar: Ö abeam OM or
approach beacon
FL descend to ALT:
Set:
•
•
•
Altitude or altitude reminder
Altimeters QNH (crosscheck)
Stabilize descent
Anticipation
Helps prevent any undesired by action and can be achieved by asking what will
happen by any action of the pilot within next time (5 seconds):
Prevent undesired
Pitch down
Descent
Speed reduction and descent
Ballooning or dive
Speed change
Action
Power reduction
Fly a turn
Gear down
Flap operation
Pitch change
12.11.2006
31
Fundamentals
1.11.1
Attitude
Pilots try to achieve all over good work to operate the aircraft well and safetyminded.
1.11.2
Awareness
Actually be aware and realise what happens in your environment, like the
observation of other traffic (jet blast, collision), monitor radio (position of other
aircraft), any fluid below the fuselage or wings (reason), strange noise in cabin,
etc.
1.11.3
Acting consciously
Perceive or act intentionally.
•
•
•
•
1.12
Oil pressure Ö is it at same value as usual?
Reported wind for landing Ö value, within cross wind limits, etc.?
Frequency – Ident – OBS – CDI - DME
Thorough checklist work, etc.
Briefings
Briefings help crews in stress situations to have access to considerations that have
been made in advance. We use take off and Approach Briefings. These briefings
inform the instructor and force you to have ready a clear plan for the briefed
phase of flight in day-to-day operation.
Briefings shall be made as soon as all relevant data are known and in phases of
little workload only.
Think First - Talk later.
Performing briefings in a certain scheme helps to keep it short (brief) and to
memorize all items.
The flying pilot briefs the crew e.g. on intentions including abnormal status of
flight relating equipment. The PIC has to judge whether or not a take off or
approach shall be commenced based on operational requirements, the weather
and the probability of a successful completion, etc. .
Briefings never shall arise to “Alibi”. A good briefing is short, clear and complete.
1.13
Single Pilot Operation
a.
32
Fix required charts and maps on the control yoke correctly folded and
sequenced. Have ready all other plates of departure, destination,
alternate and en-route aerodromes. Use plastic covers and kneeboard,
avoid loose paper. Have all plates ready in optimal sequence, as: 10-9,
10-3, 10-2, 11-1, 19-1, 10-9. Fold en-route and area charts to store them
on your kneeboard: E( LO ) .. , 10-1
12.11.2006
Fundamentals
1.14
b.
Pencil: line fixed with kneeboard, keep reserve pencil
c.
Always have access to
d.
Do not have any plate on knees during take-off, landing, go around,
touch and go, and air work (ex leg attached board).
e.
Organize your “cockpit” as practically and logically as possible; close
loops.
f.
Set and keep record of cleared altitudes.
g.
Take clearance when ready to copy only (not during taxi), otherwise say
“standby”.
h.
Know main objective(s) of different checks, expanded check list
i.
Set personal gates as Ö Altitude - DME reference - Needle movement
j.
Nobody tells you that you forgot or mistook something, therefore
continuously recheck and crosscheck navigation, aircraft systems, never
assume, always assure.
k.
Define safe weather minima for your operation (engine failure, etc.)
Checklists, AFM
Navigation documents
Jeppesen Volume 1, VFR AIP VOL 2
Sunglasses and other directed glasses
Hand mikes, flashlights, oxygen mask, life vest
Seat Position
Correct position is important because of look out, cut-off angle during approach,
location of flight control, pedals with brakes, unobstructed view of flight
instruments, switches and levers.
Be able to apply full deflections inclusive brakes (engine failure, braking). Verify
and train different feet positions relative to pedals:
1.15
Heel on cockpit ground:
Braking almost not possible, caring of brake coat and
disc temperature.
Feet on pedals:
Required for efficient braking, pay attention to
inadvertent braking.
Seat Belts
Including shoulder harness must be worn for taxi, take-off, landing, in turbulence,
abnormal and emergency situations. Avilù orders to wear seat belts including
shoulder harness for the reminder of the flight. JAA examiners are excepted of
this regulation and act on their own responsibility.
12.11.2006
33
Fundamentals
1.16
Checklist Philosophy
Do not mistake Checks for Flight Procedures.
Checks are components of procedures and serve to verify that systems have
been handled correctly by procedures or to check systems. In little situations only
systems are operated during checks. Applying good procedure systematic gives
you guarantee to perform checks without workload.
Important duties are handled during procedures.
Call out beginning and completion of checks. Do it as a package and when flight
process permits.
Don’t point with fingers to instruments or switches. Most in-flight items are silent
items.
Be conscious of each check item. Repeat by heart items/checks with checklist to
assure completion.
Usually checks are performed action related as:
34
Check
Action
Cockpit preparation, outside check:
Completed before session starts.
Engine start:
Start-up approved.
Taxi check:
Routing to holding point is verified, clear of
obstacles, immediately after starting taxi
check brakes smoothly and steering.
Engines ground check:
CHT green arc, aircraft rear zone checked;
must not be repeated as long as the engine
was not stopped or indicated any problem;
avoid execution in noise sensitive areas.
Check before departure:
Before each departure.
Line-up check:
Leaving holding point, during line up, strobe
lights on whenever on a runway and start
“Line up check”. Taxi and Landing light ON
when clear for Take off only.
Climb check (clean configuration):
“TA, altimeters 1013, FL ..….. cross checked,
Climb check“.
Cruise check (power setting):
Big Loop completed.
Approach preparation:
Immediately past silent check of PPA and
avionic setting; completed latest before
leaving IAF inbound.
FAF/OM (altimeter settings):
Completed when passing appropriate point
(All approaches). NPA FAF inbound if no
OM is published.
12.11.2006
Fundamentals
Final check (safe landing):
Final approach configuration established,
beyond OM check, and OM report to ATC.
Check after landing:
Runway vacated (passing holding point) or
during backtrack when stable on centre line,
silently repeat “Check after landing” with
checklist before starting “Parking check”.
Parking check:
Standing aeroplane, parking brake set.
Icing, fuel management, system control, passenger relations, avionic setting (big
and small loop), performance (PPAA), etc. are no checklist items but under
continuous observation.
When departing from other airports than home base, perform checks on apron as
far as “Check before departure”, except take off briefing.
Making fuel checks, convert fuel into flight time.
1.16.1
Checklist by heart or by paper
On Ground
Paper
In flight:
1 Man operation Ö By heart or Paper (Note 1)
In flight:
2 Men operation Ö Paper
Emergency:
By heart or Paper (Note 2)
Note 1: It is important to perform checks correctly and always to have control of the aircraft.
Note 2: Make difference between checklist by heart items or application of common sense
and those checklists that are used by paper with autopilot on later.
1.17
Checklist Legend, Explanation
Legend
Explanation
#
First Flight of the Day FFD
Icing condition
By heart items
I
IFR
Fuel
Verify minimum fuel, compare with on-board fuel
convert into flight time, verify secured fuel caps
RPM
1100 RPM for smooth run and reduced noise level
(Min 1100 - Sandel EHSI min voltage, Max 1500
RPM Turbine cool down)
Secure
Doors, windows closed and latched, POB secured
(inclusive shoulder harness), seats locked, no
loose objects in cabin and cockpit.
12.11.2006
35
Fundamentals
1.18
Voice - Radiotelephony
Flight safety calls for correct standard phraseology. It reflects an important
instrument in all flight categories. Get in habit of making standard reports when
passing beacon or fix, established, OM.
Read back clearances. Copy a clearance when ready only, otherwise ask ATC to
“Standby”. Never use “Roger”.
Verify and assure if anything is not clear, never assume. Inform ATC about your
intentions as soon, clear and as precise as possible, as school flights are extra
flights with changing, individual programme (en route holding, steep turns,
circling approaches). Start with a standard call, add your intentions on first reply
to ATC instruction.
Think before you talk
A good Radiotelephony speech mean that the flight student has an overview on
what he has to do, he knows when is the best time to inform ATC knowing the
traffic situation, and is planning ahead.
Convention
Meanings
First call:
Station - call sign – altitude, FL, climbing, descending - HDG
if instructed, ATIS.
Listening watch:
Keep it without any interruption, make your mind up
regarding the surrounding situation.
Standard approach:
Without radar vectoring, own navigation.
Speed restriction:
Cleared for approach doesn’t mean no speed restriction, for
safety and operational reasons maintain instructed speed as
accurate as possible, if unable to comply inform ATC
without delay.
Leaving FL:
If not cleared to descend when ready, confirm by: “H - LM
leaving ……” ATC absolutely has to trust your leaving
level report.
Leaving IFR:
Report your leaving or joining intentions early for
coordination.
Option:
Go around, Touch and go, Stop and go, Full stop. Do not
use Option terminology in Lugano APT, ask for the effective
exercise you would like to do.
German/Italy ATC
Low approach = Go around
France ATC
Option = Landing or Go around
Approach clearance: Latest 3 NM ahead of clearance limit, concern about
approach clearance
Type of approach:
36
Whenever ATC clears you for an ILS approach, but you will
fly an other type of approach, simply reply: “H - LM
cleared for localizer/DME approach RWY 29”.
12.11.2006
Fundamentals
•
•
•
•
•
•
•
1.18.1
“H-LM, request three standard approaches ILS/LOC/VOR/NDB; 2 with go
around, then full stop”
“H-LM, approaching BSA, ready for standard VOR/ILS/LOC approach.”
“Monti Tower, HB-LLM, established ILS RWY 32; request two approaches
with Go around”
“H-LM, standing by for SID clearance to Lugano, valid after this approach
with option.”
“H-LM, unable to comply with …………, request standard …….”
“H-QH request start up one aerodrome VMC circuit to climb on downwind
and join IFR overhead”.
“H-LM request vector for three ILS/LOC/VOR/NDB; 2 with go around,
then full stop”.
Procedures – Tips
Operational experience from more than 2 decades teach! Procedures and tips are
produced in order to fulfil many requirements, like efficiency, coordination,
planning, standardization ect. Pilots are request to respect the following:
•
•
•
•
•
1.19
Always inform the ATC controller in due time if you have to deviate from
the assigned clearance.
Have a continuous lessening in the frequency in order to have your
overview on the traffic and to be ready for your call.
Never leave the frequency unless instructed.
Have a high degree of discipline in the communication processes.
Make always a direct call with all the required information the first time,
except if you call FIS, AFIS or Delta.
Look-Out
For collision avoidance in spite of better ground and aircraft equipment, visual
avoidance rules apply in VMC. A sharp look out has to be included in scanning
pattern whenever in VMC, regardless of flight rule.
Report traffic to instructor/examiner in regard to the clock hours position, es:
“Traffic 2 o'clock slightly lower“.
In simulated IMC only, the flight instructor alone is responsible for look out.
1.20
Cockpit call out (I)
Call out all your actions and intentions.
Always call out for precision approaches “Approaching minimum” (100’ above)
and “Minimum”.
It is also strongly recommended to make a call when approaching an intermediate
altitude during a NPA, as well as “Approaching MDA” “VDP” and “MAP”.
12.11.2006
37
Flight Panning
2
FLIGHT PLANNING
2.1
Hint
Plan and organize at home. There you are able to complete a thorough planning
and preparation. You are actually ready when approaching the airport.
Required data are obtainable at home by Internet, Fax, Phone, TV-Tele Text.
Find contacts to airport authorities, meteorological offices, ATC in the Jeppesen.
2.2
Time Management
You are responsible for keeping time planning in respect of permissions, slots,
airport operation hours, flight plans, briefings, session, boarding and turn around.
A good control and conduct of time management is a result of a wide
overview knowledge and preparation of planned trip.
Time management reference:
Steps
Time / minutes
Aircraft preparation
15 - 30
Organization & preparation of documentation for pre flight 20 - 30
briefing
2.3
Pre flight briefing
30
End of pre flight briefing until off block
20
Off block until airborne
20
Turn around from on block until off block
60
Short turn around (engines running)
20
Post flight briefing
30 - 60
Customs
Check if customs is available at foreign airport and at Swiss airport of entry.
Comply with conditions for customs clearance. Always take identity card or
passport with you.
2.4
Permission
If flying two or more approaches, school and training flights generally ask for
permission or at least a prior notification to airport authority regarding intended
programme. Clearly state intentions (number and kind of approaches, circuits,
landings) to TWR duty officer.
38
12.11.2006
Flight Planning
2.5
SLOT
Arrange in and out bound slots:
•
•
•
Airport Ö AMC Airport Movement Control
Airway Ö Flow Control
Other necessary SLOT
AIS Zurich informs about required airway and airport SLOT. Times are lift off,
respectively. ATO IAF related.
Arrange to be ready in appropriate position 5 to 10 minutes ahead of SLOT. Prefer
short waiting or holding time instead of missing a SLOT.
2.5.1
CTOT
CTOT window consists of:
Starting
CTOT
Õ
5 minutes before
2.6
Ending
Ö
06:55 UTC
10 minutes after
Operational Flight Plan (OFP)
Prepare OFP for each flight leg and make copies. Flight time for subsequent IFR
approaches is 15 minutes per approach and 5 minutes per VFR circuit.
2.7
Fuel Calculation – FC
2.7.1
Non JAR Regulated – PPL(A)
Taxi fuel and route reserve may never be converted into flight time.
Planning of descent fuel is replaced by calculating cruise fuel to overhead
destination.
Trip fuel is the sum of climb and cruise fuel.
Route reserve covers any deviation from planned conditions as level, wind,
temperature, re routing, and uncertainties.
12.11.2006
39
Flight Panning
Fuel Required
FTD
Power
Taxi / Run up
Seneca
Consumption Power
Consumption
25 lbs
4 Usg
+
Climb
38” / 2500
400 lbs/h
31.5”/2450 40 g/h
+
+
+
Cruise 75%
Cruise 65%
IAF
32 / 2400
28 / 2400
23 / 2400
240 lbs/h
200 lbs/h
140 lbs/h
75%/2300
65%/2300
25“/2300
+
RR 10% Trip
10 lbs
Burn off
Ö
Alternate
200 lbs/h
+
Holding 45
140 lbs/h
+
Ö
20”/2300
200 lbs
Ö
32 g/h
25 lbs
Take off
25 g/h
Ö
Taxi
Notes:
32 g/h
Ö
Additional
Actual Block
-
1 Usg
Ö
+
Minimum Block
48 g/h
41 g/h
32 g/h
Ö
4 Usg
Ö
Max. continuous power MCP 460 lbs/h - 44 g/h
Take off / initial climb 460 lbs/h - 44 g/h
Cockpit fuel indicators usually relate to usable fuel quantities and fuel tank
lettering relates to total fuel capacity including unusable fuel.
Many cockpit fuel indicators are unreliable. Perform planning and operation
strictly according to AFM. As a guide rule do not trust the indication for your last
remaining fuel planning, make your decision-making well on the conservative side.
Avilù requires a minimum additional fuel of:
40
5 Usg
Ö
SEP
10 Usg
Ö
MEP
12.11.2006
Flight Planning
2.7.2
JAR OPS FUEL POLICY - CPL
Jar Ops fuel policy consists of:
Fuel Required
Definition
Taxi Fuel
Engine start, ground manoeuvre
Trip Fuel
Shortest SID, planned
approach, landing
route,
longest
STAR,
Reserve Fuel, consisting of:
•
Contingency Fuel
Due to factors which are unforeseeable during pre
flight planning. Take the higher of:
a.
b.
2.8
5% of planned trip Fuel
Fuel to fly for 5 minutes al holding speed
at 1’500 ft above destination aerodrome
•
Alternate Fuel
Fuel from DA/MAP to destination alternate via
MAPR, en route, STAR, Approach, but use long
range cruise
•
Final Reserve Fuel
30 min flight at 1’500 ft AAE
Additional Fuel
Fuel required when planning without alternate.
15 min fuel at 1’500 ft AAE
Company Fuel
To cover specific operational requirement.
Avilù requires 5 Usg/SEP & 10 Usg/MEP to
cover variation in training mission.
Extra Fuel
By commander discretion
Weight and Balance - W & B
Prepare one calculation for each session, including all legs. Calculate first take-off
and last landing by subtracting total fuel burn of all legs.
2.9
ATC Flight Plan (I)
General guidelines how to file ATC plan you will find in AIP 1 or Jeppesen. To
comply with IFPS and CFMU regulations, transmit ATC FPL latest 3 hours
before EOBT. An individual form must be filed for each flight leg in Switzerland.
For the standardized mission refer to document ATC FPL.
2.10
Weather (I)
Avoid thunderstorms, severe icing, severe turbulence as well as dark and yellow
zones of clouds.
Circumnavigate TS in VMC if possible, if available use storm scope, weather radar
if available and ask Radar for assistance.
12.11.2006
41
Flight Panning
Any deviation from track and FL/Alt requires an ATC clearance: “H-LM request
left turn HDG 120 for 10 NM to avoid weather”. ATC therefore will issue a re
clearance.
Do not plan a flight into an area of moderate icing.
Consider stronger head winds aloft causing longer flight times and ask for more
fuel. It is recommended to multiply headwind components aloft by 1,5 and to
divide tailwind components by 2.
RVR should be reported when either VIS or RVR is less then 1500 m. In order to
estimate the chance of a landing from the VIS given in a TAF, the following rule of
thumb may be used as a guidance (HIALS and RL in operation):
2.10.1
Daylight Visibility
RVR x 1.5
Darkness Visibility
RVR x 2.0
Application of TAF and TREND for flight-planning (Pre flight):
Applicable time period:
•
From start of TAF validity period up to first applicable change (FM or
BECM), respectively up to the end of the TAF validity time if no change is
given
Application of forecast:
•
Prevailing weather conditions of initial part, except mean wind and gusts
(crosswind), overruled by TEMPO or PROB only
Application of TAF with following change indicators (in TAF or TREND):
Report
Application
BECMG deterioration
Applicable from time of start of change
BECMG improvement
Applicable from time of end of change
TEMPO/PROB deterioration
Transient showery:
Persistent conditions:
AD considered above MNM
extra fuel recommended
Shall be fully applied
TEMPO/PROB improvement In any case shall be disregarded
PROB10 or PROB20
May be disregarded
PROB30 or PROB40
Should be used
PROB10 / 40 TEMPO
May be disregarded
Latest meteorological information shall be obtained and evaluated before
commencing an approach. Due regard must also be given to RWY surface
conditions.
Full use shall be made of ATIS. For landing latest wind information as given by
TWR shall be used in regard to operational limitations.
42
12.11.2006
Flight Planning
2.10.2
Weather to plan without alternate (I)
A flight may be planned without destination alternate provided the following
conditions are met:
•
•
The flight time does not exceed 6 hours
The following minimum weather conditions are met:
Ceiling at least 2’000 ft or circling* height + 500 ft, whichever is
greater; and
Visibility at least 5 km
* Use any published circling, if none available use 2’000 ft
•
•
•
•
Weather: NO – shallow fog, thunderstorm, heavy precipitation
Runway condition: at least FC 0.30 or BA medium and no fluid
contamination, no untreated sheet ice
Wind: must be within AFM limits with due consideration of runway
condition
2 separate, usable runways, fulfilling the following requirement:
Surface which may be overlaid or crossed in a such a way that if one
of the two runways is blocked, it will not prevent the planned
operations on the other runway.
Each of the landing surfaces has a separate approach procedure
based on a separate navigation aids.
2.10.3
JAR OPS PLANNING CRITERIA (I)
Aerodrome
Approach Applicable Minima
DEST ETA ±1 h
Requirement
Use applicable minima
ALTN ETA ± 1 h
CAT II III
Use CAT I
RVR or VIS
ALTN ETA ± 1 h
CAT I
Use NPA
RVR or VIS & Ceiling
ALTN ETA ± 1 h
NPA
use NPA +200 ft / +1 km
RVR or VIS & Ceiling
ALTN ETA ± 1 h
Circling
Use Circling
VIS & Ceiling
12.11.2006
43
Flight Panning
2.10.4
Minimum visibility for VFR Operations
Airspace
Class
Distance
from
Clouds
B
Clear of
clouds
CDE
FG
Above 900 m (3000ft)
AMSL
or
above terrain, whichever
is the higher
At and below 900 m
(3000ft) AMSL
or
above terrain, whichever is
the higher
1500 m horizontally 300 m (1000ft)
vertically
Clear of clouds and in sight
of the surface
8 km at and above 3050 m (10000ft) AMSL
(Note1)
5 km below 3050 m (10000ft) AMSL
FLIGHT
VISIBILITY
44
5 km (Note2)
Note 1:
When the height of the transition altitude is lower than 3050 m
(1000ft) AMSL, FL 100 should be used in lieu of 10’000ft.
Note 2:
Cat A and B aeroplane may be operated in flight visibilities down to
3000 m, provided the appropriate ATS authority permits use of a flight
visibility less than 5 km, and the circumstances are such, that the
probability of encounters with other traffic is low, and the IAS is 140 kt
or less.
12.11.2006
Flight Planning
2.11
Special Weather Considerations
Conditions
Consideration
Runway state
Make distinction
contaminated.
Contaminated runway
Consider with water up to 1mm, exceeding
damp/wet
Aqua planing
Deposit exceeding 1mm, runway wet with dust or
sand
Alternate weather
apply Min + 300 ft / 1000 m, at least 500 ft /
2000m
Ice – snow - slush
Blocking flight controls
Disturbed airflow, increased drag and weight
Slower acceleration and slower deceleration
Reduced tyre friction, braking action, directional
control
Extreme slipperiness
Runway report
See METAR or NOTAM
Clean wing concept
Take off with absolute clean wing only !!
Take off not authorized
In freezing rain
During fall of wet snow, temperature around 0° C
If ice, snow or frost is accumulated on the aircraft
Risk of moderate icing in initial climb
Thunderstorm activity in vicinity of airport
Take-off not recommended
Weather conditions below approach minima
In Flight
Approaching visible moisture, activate all required
anti/deice systems up to + 5° C IOAT due to
instrument error and ram rise. Use surface-deice
according AFM after ice accumulation of ¼ to ½
inch (1.5 cm) only. Repeated boot cycles at less
than 1 cm can cause cavity to form under the ice
and prevent ice removal. Cycles at thickness greater
than 2 cm may also fail to remove ice.
Severe icing
No aeroplane is certified for continued flight in
severe icing conditions. Immediately leave severe
icing when encountered.
Inadvertence CB Entry
MAINTAIN CONSTANT ATTITUDE
MAINTAIN APPROXIMATELY HEADING
DO NOT CHASE ALTITUDE
DO NOT CHASE AIRSPEED
DO NOT CHANGE STABILIZER TRIM
12.11.2006
between
damp,
wet
and
45
Flight Panning
2.12
Static Phenomena and Navigation
Thunderstorms and other static phenomena render an ADF unreliable or useless.
The needle points towards CB centre instead of towards NDB.
In heavy condition, even other VHF systems are influenced.
2.13
NOTAM
Sources:
Coverage:
Jeppesen, AIS, AMIE or sent home to you by fax from AIS Zurich
Aerodrome of departure, destination, alternate with related FIR.
Any restriction has to be considered pre flight.
2.14
KOSIF or MILITARY Activity
Briefing for deviations from planned flight, visual flight part and abnormal
operation.
2.15
Performance
Performance calculation includes at least TODA, TOR, TOD, ASD, AGOD*, climb
gradients, LDA (beyond glide slope), LD, LDGR and single engine performance.
Make one calculation for each session, pointing out limiting airport (runway) for
take off, respectively for landing.
* No requirement for FAR23 aircraft as Seneca II, therefore no graph in the AFM.
To get a reference figure (not reliable, as no AFM data), you might maybe
calculate as follows:
TOGR + OEI climb distance to 50 ft + 150m/500ft
(identification - handling)
2.16
Twin-Engine Performance
Familiarize with all multi engine aircraft related speeds, performances, procedures.
Seneca II loses 50% of power but approximately 80% of performance in case of
an engine failure.
46
12.11.2006
Flight Preparation
3
FLIGHT PREPARATION
3.1
Overview
Verify that the following material is with you during flight instruction.
3.1.1
Documentation and Administration
;
;
;
;
;
;
;
;
;
;
3.1.2
Equipment
;
;
;
;
;
;
;
;
;
;
;
3.1.3
Operational Flight Plan (OFP)
Fuel Calculation (FC)
Weight & Balance (W&B)
Performance
Weather
ATC (SLOT – NOTAM – ATC FLP)
KOSIF
Permissions
Customs Clearance
Aircraft Acceptance
Passport / ID
Licence
Medical Certificate
Log Book
Cash – Currency – Credit card, Cheques Ö (Fees for landing, parking,
handling, fuel, meal, customs, hotel)
NAV documentation (Jeppesen volume 1 - AIP VOL 2 or Bottlang)
Flashlights with spare batteries
Kneeboard with pens
Glasses or approved substitute
Sunglasses
Refreshment
Aircraft
;
;
;
;
;
;
;
;
;
;
;
;
AFM
Checklists
Journey Log Book
Blue book (Certificates)
Oxygen and Masks if required
Microphone
Life Vests
Headset
Moorings
Oil Reserve
Key
Covers
12.11.2006
47
Flight Preparation
3.2
Aircraft Acceptance
Do a thorough technical pre flight acceptance. As pilot you are responsible for an
overdue inspection, damage that can be verified pre flight, false hour meter entry
in the aircraft log, incomplete equipment, insufficient fuel or oil levels and other
facts that might influence the flight.
3.3
Economical Refuelling
Consider economical refuelling, except for performance or flight safety reasons as
contaminated RWY, marginal RWY length, reduce climb performance. Economical
refuelling means filling more than required fuel quantity for economical reasons
like fuel price.
Whenever possible economical refuelling is recommended.
48
12.11.2006
Flight Procedures
4
FLIGHT PROCEDURES
4.1
Pitch / Power Reference Table (I)(M)
Data are approximate and advisory only (2 POB, 60 USG) adjustment if required
Operate ACFT according AFM.
FNPT
Phase
Power (T/P/M)
Pitch
Speed
ROC/D - Confi
T/O
max/2575/rich
12
106
-
MCP
max/2575/rich
-
190
CLB
38/2500/rich
10
8
120
140
1250
1100
CRS
30/2400/120
24/2400/70
0
0
170
135
-
DSC
20/2400/enritch
-3
-5
150
-
800
1500
HLD
24/2400/70
0
135
-
ILS 3°
ILS 3°Clean
26/2400/rich
15/2400/rich
-2
-2
110
130
600 – G/F25
700 – G/F25
NPA
NPA MDA
23/2400/rich
30/2400/rich
-3
0
110
110
G/F25
G/F25
Appr. Repetition
En route Climb
Steep Dsc 15/2400/enrritch
12.11.2006
49
Flight Procedures
FNPT One Engine Operation OEI
Phase
Power (T/P/M)
Pitch
Speed
ROC/D - Confi
MCP
max/2575/rich
-
-
-
CLB
max/2500/rich
8
106
-
CRS
MCT or
32/2500/70
0
0
120
120
-
DSC
23/2500/enritch
-3
-
800
Approach
IAF – IF
ILS 3°
NPA
NPA MDA
32/2500/rich
30/2500/rich
23/2500/rich
33/2500/rich
0
-2
-3
0
120
110
110
110
Clean
G/F10
Clean
Clean
FNPT Constant Speed at Configuration changes
50
•
Flaps 15°
4 inch
•
Flaps 15°-25°
•
Gear
6 inch
•
Descend 3°
12.11.2006
3 inch
MP value –3 inch
Flight Procedures
Seneca II
Phase
Power (T/P/M)
Pitch
Speed
T/O
39.5/2575/rich 5’
10° – 12°
72 - 76
MCP
35/2575/rich
-
-
-
CLB
31.5/2450/rich
10°
5°
89
105
1000
500
1°
2°
160
145
-
-2°
-4°
150
-
500
1500
CRS
Appr. Repetition
En route Climb
30/2300/ - 65%
25/2300/ - 45%
DSC
20/2300/enrich
Steep Dsc 15/2300/enrich
ROC/D - Confi
HLD
20/2300/ -
2°
110
ILS 3° Confi
ILS 3° Clean
20/2300/rich
15/2300/rich
-2°
-1°
110
125
600 – G/F25
650 - Clean
NPA
NPA MDA
18/2300/rich
25/2300/rich
-3°
0°
110
110
800 – G/F25
G/F25
Seneca II One Engine Operation OEI
Phase
Power (T/P/M)
Pitch
Speed
ROC/D - Confi
MCP
35/2575/rich
-
-
-
CLB
MCP
5°
89
-
CRS
MCP or
30/2575/rich
1°
1°
135
120
-
DSC
25/2575/rich
0+
120
500
Approach
IAF – IF
ILS 3°
NPA
NPA MDA
30/2575/rich
25/2575/rich
25/2575/rich
30/2575/rich
1°
-2°
-3°
0°
120
120
120
100
Clean
G/F10
G/F10
G/F10
12.11.2006
51
Flight Procedures
Seneca II Constant Speed at Configuration changes
4.2
•
Flaps 10°
1 inch
•
Flaps 10°-25°
•
Gear
5 inch
•
Descend 3°
MP value –3 inch
Speed Table: FTD - Piper Seneca II (M)
FNPT
Seneca II
Speed
Value
Speed
Value
Vmc(a)
76 red line
Vmc(a)
66 red line
Vr
90
Vr
72 – 76
Vx
86
Vx
76
Vxse
104
Vxse
78
Vy
98
Vy
89
Vyse
4.3
3 inch
106 blue line
Vyse
89 blue line
Vlo retracting
128
Vlo retracting
107
V clb pattern
120
V clb pattern
89
V clb en route
140
V clb en route
105
Va MTOM
160
Va MTOM
134
Vf15
154
Vf15
138
Vlo extending
153
Vlo extending
129
Vf25
132
Vf25
121
Vf40
132
Vf40
107
Cross wind
20
Cross wind
17
Handover Controls
To handover controls, the flight instructor calls “My controls” and the student
confirms that handover takes place by “Your controls”. The non-flying pilot shall
overtake only when completely aware of actual situation and status of
flight. The procedure must be executed in a clear way.
In inverse situation the student calls “My controls” and the flight instructor
confirms “your controls”.
4.4
Throttle Handling
Turbocharged engines need to be handled with caution.
Start taxi with 1100 RPM. It normally puts the aircraft in movement. Avoid high
power settings (greater than 1500 RPM) when starting taxi to avoid loose objects,
damage and superfluous noise. Do not set asymmetric power for turns.
52
12.11.2006
Flight Procedures
4.5
Taxi
Do not start taxi in a crowded area on the apron. First look out for obstacle
clearance and identify your expected way to the holding point of departure
runway.
Get taxi approval by authority (apron, ground, tower).
Note off-block time, then check:
“Left, Right, and propeller area clear, taxi light on, brake off”
Immediately after starting taxi (1 - 2 meters) check smoothly both brakes one at
the time.
Avoid light continuous braking as this heats up brakes. Adjust taxi speed by
throttles. Maintain centrelines, except when lead by an official follow-me vehicle.
Keep turns gentle for instrument checks. Use natural taxiway turns for instrument
checks. Decelerate aircraft taxi speed without brake application. Stop taxi then:
“Parking brake set, taxi light off, 1100 RPM set”
You will achieve a smooth taxi roll stop by looking over the left wing tip during
brake application until the aircraft doesn’t move any more.
4.6
Taxi check
1.
Brakes
Check
Ö One at a time (Student – Instructor)
2.
Steering
Check
Ö Nose gear steering
3.
Flight Instrument
ASIs
ADIs
ALTs
T&B
HDG
VSI
Ö
Ö
Ö
Ö
Ö
Ö
ASI zero
Horizonts stable during turns
Check QNH - altimeter tolerance
Check, Turning Left - Right ball
Check EHIS/Compass/DG free – align
Note actual indication
“Taxi Check Completed”
4.7
Take-off not permitted
At insufficient performance (AFM and Crew), in critical weather conditions, with incomplete flight planning and in an aircraft which is not airworthy for any reason.
4.8
Take off below Landing Minima (I)
In case of take off below approach minima, depart only if you are able to reach an
open airport within 60 minutes single engine flight time; Take off alternate.
12.11.2006
53
Flight Procedures
Take off alternate applicable minima:
•
IAL + 300 ft / 1000 m, but at least 500 ft / 2000 m
and depart only if you have adequate visual guidance to control the aeroplane on
VMC following a VMC escape route after take off.
Must be taken into significant consideration the marginal climb performance
in case of single engine operation.
4.9
Take-off Briefing
It is the last item prior to departure to remember important parameter and
actions. Do it short, pregnant and active. Put your briefing into environment.
During briefing have a look at related instruments and touch handles. Handling of
any malfunction runs as planned and trained in drill exercises.
For determination of decision point remember that single engine climb
performance is very marginal or even impossible and depending on various
conditions.
Your decision how to handle a malfunction during take off has to be taken within
seconds.
For the briefing consider all influences, think of solutions and their practicability,
then talk. Be systematic but never schematic.
Some take off briefing considerations:
•
•
•
•
•
•
•
•
•
4.9.1
Be aware, think, decide, talk
Major malfunction = Engine failure and/or Loss of directional control
Critical speeds: Vmc (Red line) – Vxse – Vyse (Blue line)
Density altitude
Decision point
Single engine climb out path and target altitude (use common sense)
Emergency drills and procedures
Take off alternate; weather and terrain en route
Loss of directional control
Ö Reduce Power and Pitch in order
to gain controllability and accelerate
Take off Briefing from the Instructor
The instructor shall, for every take off, clarify the handling of the failure in regard
to the simulated ones and the real life failure.
In case a student real life failure happens, the trainee must have clear what is the
course of action from the instructor, in order to be coordinated on aeroplane
handling for safe flying and system handling.
No unexpected simulated failure out of the ones from the briefing can be
executed during training.
54
12.11.2006
Flight Procedures
4.9.2
Take off briefing basic structure
"Take off Briefing"
General Briefing:
Include:
Runway in use & Weather condition.
VitalTake off datas as power, speeds and initial NAV actions.
Emergency Briefing:
Include:
Definition of Decision Point (DP)
Action Drill/Procedure to be taken before and after DP
DP Rotation / Lift - off (RWY<1'500 m)
DP Gear Operation / Runway available
Review:
Drill action before / after
Procedure to be applied
Review:
Drill action before / after
Procedure to be applied
12.11.2006
55
Flight Procedures
4.10
Take-off Briefing Piper Seneca II (M)
“Take off Briefing”
“General Briefing”
•
•
•
Runway in use:
Take off power:
Vital Speed:
•
•
Initial Navigation/Altitude restriction:
39.5” / 2575 RPM – MCT 35”/2500 RPM
Vmc
66 kt
Red line
Vr
72 kt 10° Flaps / 76 kt 0° Flaps
Vxse
78 kt
Vyse
89 kt
Blue line
Minimum Acceleration Altitude MAA ……….ft. (AAE+ 400 ft)
“Emergency Briefing”
•
Major malfunction before Rotation/Lift off:
Ö
Ö
Ö
Ö
•
Major malfunction before DP Gear operation/Runway available: *
Ö
Ö
Ö
Ö
•
I STOP !
APPLY BRAKE
THROTTLE TO IDLE
PULL CONSTANTLY ELEVATOR UP AS SPEED REDUCES
I LAND STRAIGHT AHEAD
REDUCE POWER AND LOWER THE PITCH
CHECK GEAR 3 GREENS
SET FLAPS 25°
Major malfunction after DP Rotation/Lift off or Gear operation/Runway
available: *
Ö
Ö
Ö
I CONTINUE !
POWER:
PERFORMANCE:
Ö
Ö
ASSESSMENT:
ACTION:
39.5”/2575 rpm
ANU 4.7° - GEAR & FLAPS UP
BLUE LINE
IDENTIFY DEAD ENGINE – DEAD FOOT
DEAD ENGINE
Throttle
IDLE
Propeller
FEATHER
Mixture
CUT OFF (only fire)
•
VMC condition I join left/right hand circuit runway ….., Climb to ……..ft
(AAE +1’00 ft). *
•
IMC follow SID (or describe escape route if unable to comply with SID)
target altitude ………… ft (MSA or HLD). *
•
ATC ……………………….(distress or emergency call with planned actions)
* Use the appropriate one
“Take off Briefing Completed”
56
12.11.2006
Flight Procedures
4.11
Take-off Briefing Single Engine Aircraft (P28R)
“Take off Briefing”
“General Briefing”
•
•
•
Runway in use:
Take off power:
Vital Speed:
•
•
Minimum Acceleration Altitude MAA ……….ft. (AAE+ 400 ft)
Initial Navigation/Altitude restriction:
Max MP / 2700 RPM
Vr
75 mph
Vx
90 mph
Vy
100 mph
“Emergency Briefing”
•
Major malfunction before Rotation/Lift off:
Ö
Ö
Ö
Ö
•
Major malfunction before DP altitude below ………. ft (AAE + 1’000 ft): *
Ö
Ö
Ö
Ö
Ö
•
I LAND STRAIGHT AHEAD, MAX HDG CHANGE 30°
LOWER THE PITCH, GLIDE SPEED 105 mph
CHECK GEAR 3 GREEN (DITCHING GEAR UP)
SET FULL FLAPS
APPLY EMERGENCY CHECKLIST
Major malfunction after DP altitude above …….….. ft (AAE + 1’000 ft): *
Ö
Ö
Ö
Ö
•
I STOP !
APPLY BRAKE
THROTTLE TO IDLE
PULL CONSTANTLY ELEVATOR UP AS SPEED REDUCES
LOWER THE PITCH, GLIDE SPEED 105 mph
CONSIDER RETURN TO RUNWAY OR FIND EMERGENCY FIELD
ANALISE FAILURE
APPLY EMERGENCY CHECKLIST
ATC ……………………….(distress or emergency call with planned actions)
* Use the appropriate one
“Take off Briefing Completed”
Considerations:
•
•
•
•
•
Safety Ö Minimum speed
By heart items at engine failure (chance for restart)
Emergency landing Ö Where?
En route drift down speed Ö Be “Terrain conscious and have vertical
awareness”
Equipment: ONE (1) generator, alternator, suction pump only
12.11.2006
57
Flight Procedures
4.12
Holding Point
Remember to position your self where other aeroplane can take priority, your take
off preparation is much longer compared to MET/MEJ/MPA/SET and other
professional pilots.
SEP:
MEP:
4.13
Head aircraft nose towards approach sector (approximately 20°)
Stop in parallel with TWY centre line
Line-up
Use full available RWY length for wider safety margin. Request full runway length
or backtrack. Drill line up check for rolling take-off and apply packages “On
centreline” and “Cleared for take off” flexible in sequence for expeditious
departures.
4.14
Setting of Take off Power
Brake aircraft and set smoothly 30 inch, advance to take off power with an
intermediate throttle movement stop at 33 inch due to delayed response of
engine to throttle movement, then adjust exact take off power (better one inch
less than over boost), never over boost engines.
Call out “Power set, engine instruments normal” (all engine instruments,
especially MP, RPM and FF) and release brakes. Described procedure is called
Static Take off and is applied close to and at MTOM, in low visibility and from
contaminated runways.
A take-off without braking the aircraft for power setting is called Rolling take
off. Perform second procedure to be trained, to do so on ATC request, avoiding
blockage of traffic flow under following conditions:
•
•
•
4.15
Be well familiar with aircraft
Runway and obstacles are not a limiting factor for take off performance
Weather allows good lateral guidance on runway
Rotation, Initial Climb
Shortly before rotation speed move your hand from the throttles to the control
wheel and rotate the aircraft slowly to the required pitch attitude. Aim to lift off
not before (ATC-810) 95 kt, (Seneca) 76 kt flaps 0° or 72 flaps 10°.
During rotation crosscheck horizon and airspeed indications. Rotate to
approximately (ATC-810) 10°, (Seneca) 10° and adjust pitch (max. 15°) to get
and maintain Vxse.
Look out to keep runway axis by eventually necessary HDG correction. At positive
climb rate call “Positive rate, gear up”. At 400 ft AGL accelerate to climb speed
Vyse (Blue line) check flaps up and set climb power. Turns shall not be initiated
below 400 ft AGL. Start a turn in exception at 200 ft AGL with caution and
smoothly for noise abatement procedures, SID, MISAP or OBST reasons. Up to
400 ft AGL bank shall be limited to 15°.
58
12.11.2006
Flight Procedures
4.16
Climb Gradient / CG = ROC:GS
(Jeppesen-ATC-page 202, 2.3.2)
Unless otherwise promulgated, a Procedure Design Gradient (PDG) of 3,3% is
assumed for SID. It is made up of 2,5% gradient of obstacle identification
surfaces or the gradient based on most critical obstacle penetrating these
surfaces, whichever is the higher gradient and 0,8% increasing obstacle
clearance.
Calculate climb gradients for single engine and normal operation to verify if able
to comply with SID or MAPR restrictions.
Seneca
Normal Operation CG:
12%
OEI CG:
2%
For reliable data refer to AFM & Jeppesen !
4.17
Climb
Maintain climb speed as accurately as possible by fine pitch adjustments. MP must
be readjusted (1 inch every 1’000 ft) during climb by very small throttle
movements. Carefully watch engine instruments, especially all temperature
gauges. Whenever climb rate drops below 500 ft/min, reduce airspeed (not below
Vxse) to improve angle of climb. To fulfil special climb gradients, higher
acceleration altitudes have to be selected, or the procedure for maximum take off
performance shall be used. Consider take off power limits.
If climbing in icing condition, evaluate carefully the speed you want to fly in
regard to ice accumulation rate and pitch. Better to have a lower altitude/attitude
and to be forced to change routing or to discontinue the flight than to have the
target altitude and no power and aerodynamic resources left.
4.17.1
Climb Profile
Transition Altitude TA:
“Climb Check”
Vcc
Vy
Vx
12.11.2006
MSA
400 ft AAE
or
Obstacle
59
Flight Procedures
4.18
Step Climb
Set and arm or set a reminder to the cleared altitude or flight level, then fully
forward mixtures, set climb RPM and throttles for climb power. Adjust climb
attitude for desired speed. Operate cowl flaps as required.
If a step is 1000 ft or less, it may be flown at cruise power but minimum at 500
ft/min.
4.19
Cruise
At 1000 ft before reaching cleared altitude/FL call “1000 ft to go”, at “500 ft to
go, cylinder head temperature green, cowl flaps closed” as recheck.
Depending on ROC lower pitch when approaching new altitude for a smooth level
off. Do not have ROC more than 1’500 ft/min within 2000 ft cleared altitude in
order to remain within TCAS system limitation.
As a rule of thumb start level off latest at 1/10 of ROC in feet ahead of new
altitude.
Allow speed build up (acceleration phase) to at least 140 kias before setting
cruise power en route or avoid speed build up for circuits, subsequent approaches
or short flight legs by early power reduction at target speed. Initially trim during
acceleration, set required power; carefully check EGT and when speed and
aerodynamic effect stop with the power stabilize make trim adjustment.
4.19.1
Cruise systematic:
Level off:
Set Pitch – Power/Table (MP/RPM/MIX-EGT) - Trim
Autopilot:
Programme FD or check FD programmeming – AP ON
Big Loop:
Avionic setting
Cruise Check:
Apply Check list
TOD calculation:
Calculate TOD or POD (Top or Point)
Approach Preparation: ASAP ATIS or Meteo report, plan approach briefing
4.20
Descent
Select new altitude/FL or set a reminder, set altimeters QNH or verify setting.
Start pitch/power drill by lowering pitch, reducing power and enriching mixtures.
Stabilize ROD, check airspeed.
When cleared to an altitude and descent is established start the “Approach
Check”.
ROD of non pressurized aircraft shall be arranged between 500/800 ft/min to
avoid barotraumas, report to ATC your reduce descent limitation.
ROD of pressurized aircraft below FL250 shall be between 1000 - 3500 ft/min,
discrepancies must be reported to ATC immediately.
60
12.11.2006
Flight Procedures
4.21
Top of Descent
Determine Point of Descent POD for economy, passenger comfort and to avoid
engine shock cooling.
POD calculation
Data: Cruise FL120 / Final approach altitude 3000 ft / ROD 500 ft/min / GS 180 kt
Calculation:
•
12’000 ft – 3’000 ft = 9’000 ft altitude to be lost
•
9’000 ft : 500 ft/min = 18 minutes of descend
•
Aeroplane speed 180 : 60 min = 3 NM/min aeroplane speed
9’000 ft x 3 NM/min = 54 NM of descend distance
TOD calculation - 3° Glide descent
Data: Cruise FL 120 / FAP - FAF 3000 ft / GS 180 kt
Formulas:
Descent Ratio 1000 ft / 3 NM & GS : 2 = ROD
Calculation:
4.22
•
12’000 ft – 3’000 ft = 9’000 ft altitude to be lost
•
9’000 ft x 3 = 27 NM of descent distance
•
180 : 2 = 900 ft/min ROD to stay in 3° glide
ATIS/MET Report
In case of frequent radiotelephony conversations on active frequency ask: “H-LM
request to leave frequency for one minute to copy Lugano ATIS”. Do not
leave an arrival or departure frequency of an airport you are transiting, unless
really required. At modest conversation copy ATIS in parallel to radiotelephony.
Confirm ATIS identification on arrival or approach frequency.
4.23
Milano & Garda Approach Frequency (I)
These singular ATC units serve for many airports within TMA until established on
final approach as those airports do not have their own arrivals control radar.
4.24
Approach Minima (I)
JAA:
See Jeppesen 1 – Terminal section
Alternate:
Refer to authority, responsible JAR minima; whichever higher is
required
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61
Flight Procedures
4.25
Approach Briefing
Item to be briefed before commencing the first approach:
Items
Briefing
Clearance limit
Point including FL/altitude
Type of approach - Rwy
Raw Data/FD/AP-FD, Type of approach, visual
circling to RWY .
MSA
25 NM altitudes/Airport altitude
Final approach track
Exact value in magnetic degrees
Vital altitudes/minimum
Airport elevation, Initial to final approach altitude,
steps, OM, DA, MDA, VDP, MAP
ROD
Given values, ground speed related
Speed and Configuration
Be aware of ATC requirement, circling or single
engine approach, Approach configuration end speed.
Missed Approach Procedure Read procedure and notes
Avionic setting
Final approach (GPS/NAV 1/NAV 2/DME/ADF
Visual references for LDG
Approach, runway, threshold light
Ground movement
Runway length, expected exit taxiway and parking
Hazard
All related danger for the approach
On short legs or repetitive approaches:
Items
Briefing
Clearance limit
Point including FL/altitude
Type of approach - Rwy
Raw Data/FD/AP-FD, Type of approach, visual
circling to RWY .
Final approach track
Exact value in magnetic degrees
Vital altitudes/minimum
Mandatory steps, OM, DA, MDA, VDP, MAP
Missed Approach Procedure Read procedure
Vital altitudes and DME distances for procedure to be used must be verified and
memorized by pilot so that the IAL is required for quick references only.
Nevertheless it is compulsory to have the IAL instantly available.
In case of a change in type of approach or OEI approach beyond a completed
briefing, initiate a “Revised Briefing”, that contains changed data and
information as a briefing for repetitive approaches.
Add relevant elements as steps on final approach, minima, configuration, if
required. Start briefing when prepared with data, to use 1 minute as
maximum.
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12.11.2006
Flight Procedures
4.25.1
Approach Briefing sample (I)
1
6
DO NOT USE FOR ANY NAVIGATION !!
2
3
4
8
5
4
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63
Flight Procedures
7
9
7
7
DO NOT USE FOR ANY NAVIGATION !!
7
8
64
12.11.2006
Flight Procedures
“Approach Briefing”
Clearance limit BSA VOR, 4’000 feet. *
1
2
3
4
5
Raw data approach, ILS-DME Sierra runway 32. *
Airport altitude 356 feet, MSA from BSA VOR for approach 2’000 feet for go
around 8’500 feet.
Inbound course 316° *
Final Approach altitude 2’100 feet, final approach point 7.0 NM from BSA
VOR, OM substitute 5.0 NM 1’470 feet, DA 533 feet visibility 550 meters. *
Rate of descent 600 feet/minute
Configuration for landing flaps 25°, speed 91 kt
6
Missed approach procedure, as soon as possible turn right climbing to 3’500
feet in 136°. Crossing R-087° BSA. Turn right to follow R-136° BSA inbound
to join holding. Perform all turns within 5 nm from airport at max 185 kt. *
On Final - Avionic setting
COM 1:
Montichiari tower 119.40 active, pre selected Garda radar
124.50
COM 2:
Milano radar 126.75, pre selected Linate tower 118.10
GPS 1:
On flight plan, approach ILS-DME Sierra inserted
GPS 2 :
On map mode
NAV 1:
Active ILS IBS 110.55, course 316°, pre selected BSA VOR
117.70
DME:
BSA DME on hold
NAV 2:
BSA VOR 117.70 course 316°, pre selected ILS IBS 110.55
ADF:
NOV NDB 292
Airport landing and taxi references
7
8
9
Runway:
Lighting:
Taxi:
Length 2990 meters, wide 45 meters, light up slope
HIALS, PAPI, HIRL, CL
Expect exit via B7, end of runway, parking in front of tower
with Follow Me instructions
“Approach Briefing completed”
* Short legs and/or repetitive approaches.
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65
Flight Procedures
4.26
Clearance Limit (I)
Know your clearance limit, regarding point and altitude. If no approach clearance
has been received so far, call latest 3 NM ahead of limiting point “H-LM
approaching BSA, ready for approach”.
As soon as cleared for approach and aircraft is established inbound, descent to the
appropriate altitudes is initiated on behalf of pilot according to procedure.
Whenever you intend to fly an approach with option, followed by en route leg to an
other airport, ask as early as possible for (SID) clearance, valid beyond approach
with option. Follow MAPR if no SID clearance was received.
4.27
Approach Speeds (I)
Reduce to initial approach speed before approaching IAF and OM inbound to blue
line. For landing on a short runway pass gate at (FNPT) 90 kts, (Seneca) 86 kts with
flaps 40° extended and max. 15° bank.
Recommendation for wind correction on light twin operation:
Wind speed
Increment
Wind up to
10 kt
No increment on final approach speed
Wind
11 – 20 kt
Increment of
+ 5 kias
Wind above
21 kt
Increment
+ 10 kias
Gusts are included in above wind speeds
Increase vertical speed scanning in turbulence, downdrafts, wind shears. Airspeed
is controlled by power.
Speed
Definition
Vp
Pattern Speed
speed
Ö1,5 Vs in actual configuration, minimum
IMC and circling
Vapp
Approach Speed
Ö1,3 Vs in actual configuration, from
Final Gate to Landing Gate
Vmc(a)
Minimum Control Speed
ÖInoperative engine wind milling
ÖMax 5° bank into operative engine
ÖTake off power on operative engine
ÖGear UP
ÖFlaps take off position
ÖMost aft centre of gravity
ÖMTOM
Control at Vmc is mostly NOT POSSIBLE, Vr at short field
take off is at Vmc
V…..
66
Different other speeds, refer to appropriate AFM
12.11.2006
Flight Procedures
4.28
Configuration (I)
Phase
4.29
Configuration
Short runways
As soon as landing is assured set full flaps
ILS approach
Gear down / Flaps intermediate (25°)
NPA approach
Gear down / Flaps intermediate (25°)
Circling
Instrument approach with Gear down and Flaps approach
(10°), further configuration in the visual circuit
OEI approaches
Very weak performance !!
Fly basically clean, consider conservative use of gear and
flaps when approaching FAF/FAP be aware of final landing
configuration when landing is assured
OEI ILS approach
Gear down / Flaps approach (10°)
OEI NPA approach
Set Flaps 10° before FAF, passing FAF lower Gear set Flaps
25° at VDP/MAP
OEI circling
Instrument approach clean, start configuration in visual
circuit
Radar Vectors (I)
Radar vectoring for line up onto final approach track fundamentally changes pilots
responsibility for safe navigation to ATC’s responsibility until pilot confirms
“Established”.
Upon vectoring immediately set avionics for final approach in regard to MAPR and
self determination of position to cover MSA.
Set your GNS 430 moving map to a suitable range to control the progresses of
radar vectoring.
4.30
Intermediate and Final Approach (I)
Be familiar with approach segments. Start approach when cleared, a reasonable
chance for successful landing exists, ATIS or weather is copied, required charts are
instantly available, approach briefing is completed, avionics are set for approach and
checks are completed.
Set both altimeters to QNH when cleared to an altitude and crosscheck indications,
set RA as required if available.
Line up on centre line as far out as possible by 30° angle for Localizer intercept and
all other by 45° angle.
Concentrate on control of line up process and on needle movement. As soon as it
starts moving call out “LOC moving” - “Radial moving” – “Approaching
QDM/R”. Roll out to be established on final approach track by flying wind
heading.
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67
Flight Procedures
To avoid false LOC captures and premature descents the following precautions must
be taken:
•
Follow LOC information during manual approach and arm FGS during
coupled approach only after vicinity of LOC beam has been checked by
independent NAV aids (VOR, NDB, GPS).
•
Crosscheck GP interceptions with DME or suitable bearings whenever
possible.
•
Descents below MORA, MOCA and MSA during ILS approach using own
navigation is not authorized unless, within GP covering sector (10 - 12 NM)
and intercept is possible from below GP or after ILS-DME check.
During intermediate approach segment silently verify altimeter QNH and avionic
settings for final approach.
Set flaps “Approach” on intercept heading to final track but latest when glide slope
is one dot above centre or 1 NM before FAF. Lower gear shortly before reaching
glides lope ¼ dot above centre or 0,5 NM ahead of FAP.
At FAF/FAP apply pitch and power adjustments.
Systematic heading flying and pitch to ROD scanning is important on final track.
Scan SKY POINTER.
Do not exceed 10° bank for track corrections until passing OM and not more than 5°
bank OM inbound. Set HDG bug onto missed approach HDG.
Maximum correction angle 5° at a time from FAP or FAF to OM or substitute
(approximate 4 NM final) and 2° at a time OM or substitute inbound. As rule of
thumb do not have heading correction greater than the heading bug wide.
After corrections go to wings level: roll in, roll out! Watch the Sky Pointer, the ball
and look for symmetric power.
If the LOC is offset, but not moving, you are already moving towards
centre line. Keep glide slope or ROD by pitch and speed by power.
At OM or substitute have OM check completed set flaps 25°. Make ATC report as
required and continue with “Final check”. In this check you will set propeller
controls to MAX RPM. This increases propeller disc drag effect and causes speed
decrease as well as dive below glideslope if no corrective action is initiated (speed
reduction).
Reduce to reference speed:
“Final check completed, target speed F25° 91/F40° 86”
4.31
Established (I)
Flying stabilized in tolerances of LOC and GS deviations for an ILS approach or in
tolerances of final approach track and altitude for non precision approaches
means established. If not fully established, you report the component only, on
that you are established in fact. To correct deviations, do not fly the needles, but
a HDG for track correction and an attitude/ROD for GP correction.
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12.11.2006
Flight Procedures
If not stabilized
•
•
•
•
•
•
•
On approach centre line
Glide slope or altitude
Final approach configuration
Final approach speed
Wind heading
Reference power setting (false: idle, MCP, etc.)
And checks completed
when passing the Final Gate at 500 ft AAE in VMC or 1000 ft AAE in IMC at
marginal weather conditions or special approach procedures, perform go
around and follow missed approach procedure.
4.32
Altimeter Correction (I)
As altimeter indication is delayed in descent (hysteresis), indicated OM/substitute
altitude usually is slightly higher than published altitude.
Piper doesn’t publish correction tables for Seneca II.
4.33
Outer Marker or Substitute (I)
Start check already when approaching the marker or its substitute. Should no
marker or substitute be available, initiate OM check on stabilized final descent. In
certain cases, not all listed items can be checked. Imprint position of altimeter
needle at DA/MDA and be aware of VDP and MAP in a non precision approach
procedure.
At the OM or Substitute you must check and say:
•
•
•
•
4.34
“Altimeters QNH ……..”
“OM/Substitute OM, altitudes Cross Checked”
“Minimum ……… VDP/MAP”
“MAPR initially ……., to climb at ………ft”
ILS Approach (I)
Standard glide slope angle is 3°.
ROD in ft/min on 3° angle is:
GS x 5 = ROD
(gradient 5,2 % or 1:20, 300 ft per NM)
Descend on LOC within one dot (half scale) deflection only. Perform glide slope
correction basically by pitch. Use pitch for GP corrections and power for speed
corrections and once more pitch and power to re stabilize on glide slope to stop the
initiated correction.
12.11.2006
69
Flight Procedures
Call out at 100 ft above minimum/MDA:
•
•
•
“Approaching minimum”
“RPM MAX”
“Minimum, landing” or “Minimum, go around”
Descend on GS within ½ dot GS deflection to fly UP, and 1 dot to fly down.
ICAO policy allow ± 1 dot (half scale) GS deflection to the minimum, but at DA it
must be virtually “0”.
4.35
High Speed ILS / Low Drag Approach (I)
High speed approach shall be performed only if following conditions are fulfilled:
•
•
•
Full ILS and long RWY available (> 2000 m)
Both engines running
Ceiling and visibility are applicable minimum plus 500 ft / 1000 m.
Reduce power to get flap operation speed latest at 1500 ft QFE. Set initial flaps
before passing OM. Be established in final approach configuration and at
reference speed latest at 500 ft QFE.
Any approach that is flown clean until the intermediate approach altitude has
been left already, is called a low drag approach.
4.36
Non Precision Approach (NPA) (I)
All these approaches have similar characteristics. In most cases distance for
landing runway and related GP height are not exactly known. Level flight to MAP
is required.
Therefore the following points must be emphasized for this type of approach:
70
a.
Step down asks for perfect pitch/power systematic. Knowledge of
reference data helps stabilizing attitudes. Aim to stabilize and trim aircraft
on first step down altitude in final approach configuration. It makes the
remainder of the NPA easier and safer, especially on MDA.
b.
Calculate ROD for all steps as it can vary and fly each step level. Add
200 ft/min to calculated respective published ROD for nominal GP, thus
taking you to intermediate step altitudes and to MDA early. Do not try to
fly a NPA in one descent to MDA as an ILS approach as this leads to dive
below MDA. Descend within ± 5° of final track only. Passing FAF or OM
make time check according to procedure.
c.
For longer steps it is recommended to adjust the throttles and then
having the hand away from throttles in order not to make too many
corrections at the same time.
d.
MDA must be flown level at minimum blue line speed and stabilized to
VDP/MAP. Clearly separate DA from MDA and VDP to MAP.
12.11.2006
Flight Procedures
Call out:
e.
“Approaching MDA”
“High RPM”
“MDA”
“VDP”
“MAP”
The glide path angle from MAP to touchdown zone (TDZ) is usually
steeper than 3°. Therefore calculate a visual descent point (VDP), where
from you descend on a 3° glide path to touchdown zone (TDZ).
Initiation of descent before VDP is anyway not allowed.
Remark:
If the different steps in the approach are DME defined, you can use this
information to execute a continuous descent in real good meteorological
conditions. In marginal weather apply the conventional way as described just
before.
4.37
Visual Descent Point (I)
During the visual phase of the non precision approach you desire a stable descent
from the MDA to the landing gate. The VDP is the point where the final approach
path (mostly 3° GP) crosses the MDA, or in other words, the point where you
leave the MDA for the final approach and landing in case of contact. On some
approach charts there is a “V” located on the profile view of the final approach to
define the VDP.
On a VOR or LOC approach the VDP will always be defined by a DME. It is a good
practise to calculate a VDP if the chart does not indicate one. As a rule of thumb
you need 1 NM for 300 ft descent on a 3° GP.
After passing the VDP and still at the MDA you will be, in most cases, too steep
for a normal final approach.
“The VDP is not to be confused with the MAP”.
At a go around, first proceed to MAP and then follow missed approach procedure.
VDP Calculation with DME
MDH 420 ft / DME 0 at THR
420 x 3 = 1.3 NM from THR
DME not always read 0 (zero) at threshold. Extrapolate the correct DME
reading at VDP from approach charts profile.
12.11.2006
71
Flight Procedures
1.
2.
3.
4.
VDP Calculation without DME
Divide MDH by 10
Subtract MDH/10 from Time OM/Fix to
THR
Value resulting is time from OM/Fix to
VDP
From VDP set 600 ft/min ROD to track
a glide path of 3°
Sample:
MDH 450 ft / time from OM to THR 2 min.
MDH 450 : 10 = 45 seconds
OM to THR 120” – 45” = 1 min 15 sec
Round figure up onto next decimal. VDP can be replaced by VASI or PAPI
alignment where available and visual glide slope judgement by look out to
runway. Consider full flaps for landing from MAP, due to usually steep descent to
TDZ.
Note your calculated VDP for expected NPA onto the approach plate just beside
the printed MAP definition on the lower section of the IAL.
4.38
NDB Considerations (I)
Due to the often poor quality of the airborne and/or ground equipment a
conservative approach procedure is recommended.
Problems may arise during the line up and reversal procedure based on the
mostly non compensated loop antennas; due to this design, the QDM during
a turn is wrong and misleading. You have to wings-level the plane and wait for a
short time (seconds) until the needle stabilizes to read QDM or QDR as required.
Indication is correct in unaccelerated wings level, level flight only. In turns the
needle points 5 to 15° false into direction of turn.
Once more make a 45° intercept check during line up:
•
•
•
72
Fly wings level at 45° intercept for a short time to read or calculate actual
QDM/QDR
Make small and systematic corrections to stay on published QDM/QDR
Ask tower for QDM/QDR when established on final approach track, once
ahead and once passed OM or substitute.
12.11.2006
Flight Procedures
Passing beacon on final approach, combined with step down and NAV setting
change, drill:
•
•
•
•
Time Check / Fly wind heading
Pitch / Power
Avionic setting – Configuration
ATC Report – OM Check – Final Check
Consider QDR after positive beacon passage only.
Note:
GPS shows even in turns (line up) correct QDM or QDR values.
4.39
Localizer Back course (I)
Set front beam inbound track of ILS or LOC to have the correct deviation indication
on your HSI.
As the LOC transmitter is on the approach side of the RWY, the LOC is much more
sensitive than during conventional ILS or LOC approach.
Be aware of “Reverse Sensing” deviation indications when flying LOC outbound
on a CDI.
Approach
Instrument
ILS – LOC - VOR
HSI
HSI
HSI
Inbound Course Away from the needle
Inbound Course To the needle
CDI
4.40
CDI
LOC Out bound
Correction
CDI
LOC Back Course
Setting
Inbound Course Away from the needle
Circling Approach (I)
Approaches followed by a visual circling are non precision approaches.
Circling approaches initially (instrument part of approach) can be executed as
precision or non precision approach.
They often take place under minimum weather conditions in strong winds,
turbulence, bad visibility, rain, and snow. Be always prepared for circling
approaches, especially on airports with instrument approach capability in one
RWY direction only.
In order to have capacity during the visual circling, to maintain required flight
parameters and the correct lateral position to the landing runway, all
12.11.2006
73
Flight Procedures
configuration changes shall be completed latest when passing 500 ft above
circling MDA.
Past OM check and ATC report set mixtures rich and propeller controls to MAX.
Past an ILS approach or visual circling continue level flight on circling MDA
(standard 1000 ft AAE) until reaching VMC for break off or until passing MAP for
go around.
Anticipate HDG change when runway or field is in sight (ideal break off is 45°).
Plan break off and fly downwind in parallel to runway. Do not climb and be alert
not to miss the abeam threshold position. If you maintain downwind HDG too
long, you might lose contact with RWY in marginal weather conditions.
Be sure to be able to circle fully in VMC, otherwise perform a go around.
Verify missed approach procedure out of downwind. Be aware of individual
minima and configuration for circling approaches. Turn at 25° bank in visual
circling.
•
•
•
•
•
•
•
•
•
•
Fly instrument part of approach with Gear down and Flaps in approach
position
Initiate downwind descent on 3° glide path
Start base turn at 45° offset to final approach track
On base set flaps intermediate position
Medium base altitude 500 - 600 ft AAE
Speed with control wheel, ROD with power
Established on final and glide, complete final check
GP with control wheel, speed with power
300 ft AAE set propeller to MAX RPM
When landing is assured set full flaps if required
If visual contact to the ground and runway is lost while circling to land, the
published MAPR shall be followed. If this is not possible, since the circling
manoeuvre may be accomplished in more than one direction, an initial climbing
turn toward the landing runway and overhead the aerodrome shall be made in
order to establish the aircraft climbing on the prescribed missed approach course.
4.40.1
Visual Circuit (I)
For visual circuits, after take off, maintain runway centre line up to 700 ft AAE,
then start left turn with 25° bank climbing to 1000 ft AAE into downwind,
respectively according to VAC and accelerate to V pattern.
At the beginning of downwind set flaps approach, abeam touchdown zone lower
gear and continue as for a Circling Approach.
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12.11.2006
Flight Procedures
4.41
Missed Approach Point (MAP) (I)
An approach may not be continued beyond missed approach point unless at least
one of the following visual references for the intended landing runway is distinctly
visible and identified by the pilot:
•
•
•
•
•
•
•
•
•
See:
4.42
Elements of approach light system
Threshold
Threshold markings
Threshold lights
Threshold identification lights Visual glide slope indicator
Touchdown zone lights
Touchdown zone or touchdown zone markings
Runway edge lights
Other visual references accepted by authority
JEPPESEN Terminal JAA Minima
DA/MAP Action (I)
Perform go around or continue for landing.
For a landing out of a NPA drill pitch/power and set full flaps, and out of an ILS
approach verify flap setting. Whenever a go around must be initiated at DA, a
slight undershoot below DA is inevitable.
4.43
Aiming Point (AP)
The pilot takes his aiming point on short final (below approximately 400 ft). The
distance from threshold depends on runway length.
The aiming point on a runway with instrument approach system could be at the
300 m marker, or at the first set of touchdown zone markings, on other runways
at the first centre line stripe after runway numbers.
Final Gate:
Aiming Point at the beginning of the runway (see above),
where the aircraft has to be fully established and stabilized.
Landing Gate:
Aiming Point at the end of runway, where the pilot leaves his
aiming point at the beginning of the runway and starts rotation
for landing flare and touchdown, combined with power
reduction to idle. The landing gate is a transition from the
beginning of the runway aiming point to the end of runway
aiming point.
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75
Flight Procedures
4.44
4.44.1
Optical Illusion
Geographical reference
Dimension / Condition
Illusion
Runway
Long
Short
Wide
Narrow
High
Low
Low
High
Runway Slope
Upwards
Downwards
High
Low
Terrain in Approach area
High – Slopping Down
Low – Slopping Up
Low
High
Haze/Dust/Glare/Darkness
-
High
Water on Windshield
-
Any “Off GS” illusion
Runway Lighting
Dim
In a clear night
High, further out
Closer
Visual Cues (I)
Visual cues are visually identifiable reference points, that allow to continue
approach beyond DA on GS, or beyond VDP or MAP below MDA for landing.
It is important to know, that any ground contact is not a visual cue and
that this does not allow pilots to fly below minima.
See also JEPPESEN Terminal JAA “Visual Reference”.
4.45
Landing, Touch down
To achieve a safe landing you have to touchdown:
•
•
•
Within the allowed distance
On centre line with a flight vector along the runway centre line
At correct speed
The selection of flap setting for touchdown depends on factors as runway length,
weight, wind, and certified configurations defined in AFM.
Usually use full flaps for touchdown. Upon visual contact follow VASI or PAPI and
look for aiming point. Do not descend below glide slope, initially follow
electronic GS, but rather early visual GP as the electronic GS gets too sensitive
close to ground.
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12.11.2006
Flight Procedures
Do not use VASI below 200 ft AGL. Arrange touchdown on an “Instrument
runway” 300-600 m beyond the runway threshold and on other runways between
aiming point and 150 m thereafter.
Crossing runway threshold, maintain flight path towards aiming point. Close to
ground when passing landing gate (approximately 50 ft AGL), reduce power
slowly to idle and start horizontal flight with subsequent flare; set new aiming
point.
The actual height above the runway for power reduction depends on different
factors like the actual speed that depends on wind component, weight, ice on
structure and others.
Do not hold the aircraft off ground too long and do not float down the runway.
Better touch down aircraft onto touchdown zone at slightly excessive speed. Nose
wheel must be off ground when main wheels touch down, which is at about 70
kias for a Seneca II.
Touchdown on centre line and keep it until joining taxiway centre line. During the
landing roll apply foreward pressure on the nose wheel and slight aileron
deflection into the wind unless you have to apply short field landing procedures
(see AFM).
If centre line lights cause shocks to the nose wheel, taxi slightly offset. After nose
wheel ground contact, except in a touch and go procedure, check brakes but
avoid to blocking the wheels due to light weight on main landing gear, call out
“brakes checked”, avoid continous braking and make time check as soon as taxi
speed is stabilized.
In case of crosswind align the aircraft axis with runway centre line before the flare
or latest during the flare by applying rudder and opposite aileron to prevent the
aircraft drifting off centre line. Maximum demonstrated crosswind is 17 kts for
Seneca II.
If touchdown gets too long, perform go around.
4.46
Landing Distance
Depends on approach speed, height over threshold, glide path, configuration,
wind.
4.47
Landing in Fog or blowing Snow (I)
Precipitation or drifting snow in crosswind conditions may create a false
impression of the direction of the movement of the aircraft, therefore giving the
pilot an illusion of no drift when in fact there is a considerable drift present.
12.11.2006
77
Flight Procedures
No rule exists, but recommendations how to handle this problem are the
following:
a.
b.
c.
78
Make yourself aware of the existing situation
Use runway lights for reference but use landing lights with caution
Look well in front of the aircraft during touch down and landing roll
12.11.2006
Extra Exercises
5
EXTRA EXERCISES
5.1
Go around
A go around is the procedure giving you the possibility to discontinue an approach
anytime until touchdown.
Initially climb straight ahead on approach centre line thereafter follow immediately
missed approach procedure or other clearance received by ATC.
Clearly call out “Go around” and never revise this decision !
Do not over boost engines. It is of outmost importance to be instantly familiar
with MAPR and to inform ATC without delay about missed approach, especially
where ATC radar service is provided in order to conform to radar vectors instead
of to the published missed approach procedure.
Procedure drill for Go Around, the 5 Packages
5
4
3
2
1
5.1.1
1.
Pitch / Power
ANU 10° - Check MAX RPM – Set Take Off
Power
2.
Flaps
10° or UP
3.
Gear
UP, when VSI needle on + sector
4.
Flaps
UP
5.
Cowl Flaps
As required
6.
Attitude
Trim
7.
Speed
Best angle speed - Vxse
8.
Keep Appr. Centre line
Initially. Thereafter MAPR
9.
Avionics
Set as required
10. ATC Report
“Go Around” or as required
11. At 400 ft AGL
Accelerate to Blue Line, Best rate - Vyse
12. Flaps
UP
13. Climb Power
Set (verify correct setting)
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Extra Exercises
5.1.2
Low Go Around
The main difference between a normal go around and a low go around is not the
height above the runway, but rather the fact if there is still power on
the engines or if they are already at idle power.
For this reason, the initial part of the procedure drill may differ in the following
way:
5.2
1.
Wait for power response before rotating to reference go around pitch
2.
If required let the aircraft touchdown until power is available and safe
speed for flying is regained
3.
Therefore do not hurry to retract the gear
Touch and Go
Is not used in day to day operation but in school or training sessions.
Do not over boost engines
After touch and go continue as for a normal take off. Be ready for asymmetric
thrust and quick reaching of vital speeds (Vmc and V r).
5.2.1
5.3
Procedure
1.
Flaps
UP
2.
Mixture
Rich
3.
Propeller controls
Full Forward
4.
Trim
Check and Set
5.
Take off power
Seneca 38 inches – FNPT max. Throttle
Short Legs, Missed Approach
Flying short legs, usually even below TA, or missed approach procedures
concentrate mainly on aircraft control and flight procedure.
Therefore perform climb check, approach preparation, OM and final checks only.
Whenever time permits and you want to do a check of basic skills, apply PPA by
means of:
80
P
Power
Throttle – RPM – Mixture (FF/EGT)
P
Performance
Flaps and Gear position - Speed
A
Analyse
Fuel System – Avionics setting
12.11.2006
Extra Exercises
5.4
Night Operation
The pilot has to be familiar with the illumination in the cockpit. All aeroplane lights
have to be operative according to MEL before flight.
Remember to make a pre flight check with an extensive check on the lighting
system of the aeroplane and extra equipment.
Have access to more than one flashlight. Restrict use of bright lights and any
contact with brightly illuminated areas before flying as to favour eye adaptation to
darkness.
Use VASI, PAPI or glide path but train visual GP judgement by reference to runway
appearance without use of VASI, PAPI or GP indicator. Consider RWY length, width
and slope carefully due to influence of illusion.
Keep lights inside aeroplane as dim as possible for safe operation to get best view
outside. For judgement of height for flare, try to look down the runway as far as
possible. Review on chart airport lights system.
5.5
Steep turn
Look out before initiation and call out “Left Clear and/or Right Clear”.
Use 45° bank, maintain altitude. Increase back pressure and, for speed controlled
steep turn, power by 4/5 inches to maintain IAS when rolling through 30° bank
(±100 ft, ±5 kts).
Start roll out approximately 20° before reference HDG.
Apply smooth and accurate corrections. No power change has to be performed for
a power controlled steep turn.
Remember:
•
•
Until 30° bank control altitude by first elevator back pressure and second
maintain a precise and constant bank
After 30° bank control altitude by first maintaining a constant and precise
bank angle and second by elevator back pressure to compensate the lift
lost at great bank.
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Extra Exercises
5.6
Abnormal Attitude
Abnormal attitudes arise out of deficient attitude scanning on the artificial
horizon.
Aeroplane position
Action
Nose Up wing level
1.
2.
3.
Nose Up in turn
1.
2.
3.
Nose Down wing level
1.
2.
3.
Nose Down in turn
1.
2.
3.
82
Simultaneously reduce angle of attack and steer in a
light turn the aeroplane, in order to reduce the
negative load and to have less lift component to
counteract.
When speed rises and within a safe margin, roll
wing level and pull to reset a normal attitude
Set correct power setting
Reduce angle of attack
When speed rise and within a safe margin roll wing
level and pull to reset a normal attitude
Reduce immediately power, in order to remain
within speed limitation
Pull up gently resetting a safe attitude, remember
the Jolt factor (respect aeroplane G limitation)
Simultaneously immediately reduce power and roll
out wing level, in order to remain within speed
limitation and to have the best lift component
available
Pull up gently resetting a safe attitude, remember
the Jolt factor (respect aeroplane G limitation)
12.11.2006
Extra Exercises
5.7
Approach to Stall and Recovery
Clean configuration:
Wings level (out of level flight)
Landing configuration:
Wings level (out of a slight descent)
Do not trim during deceleration below 120 kias. Hold pressure. At first stall
indication start recovery drill:
•
•
•
•
•
•
•
Set take off power
Keep wings level
Pitch to regain speed and minimize descend (0° to +3° ANU)
Start recovery at blue line speed (Vyse)
Smoothly rotate to 10°
Retract flaps to 10° and gear
Then flaps fully up
Caution:
5.8
Do not over boost engines and check
retraction speed before retracting the gear
maximum
gear
Slow Flight Manoeuvring (M)
Mixtures rich - Seneca II Vs 63 kias - Slow flight clean done at 85 kias (~1.35 Vs)
Climb and descend 500 ft at 500 ft/min ROC/ROD in turns with max. 15° bank.
CLEAN
FNPT
Phase of Flight
Cruise
Climb
Descend
Speed
Seneca II
ANU/AND
Power
ANU/AND
Power
0°
+1°
-1°
15”/2400
20”/2400
11”/2400
+5°
+10°
+1°
18”/2300
26”/2300
14”/2300
106 kias ± 5 kt
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85 kias ± 5 kt
83
Extra Exercises
CONFIGURATION
Gear DW/Flaps 10°
Phase of Flight
Cruise
Climb
Descend
Speed
FNPT
Seneca II
ANU/AND
Power
ANU/AND
Power
0°
+3°
-2°
24”/2400
32”/2400
22”/2400
+4°
+9°
+0°
22”/2300
30”/2300
16”/2300
90 kias ± 5 kt
80 kias ± 5 kt
Slow flight manoeuvring asks for particular smooth pitch and power coordination.
To restore normal cruise, add manifold pressure, check RPM and fuel flow/EGT.
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System
6
System
6.1
Use of Equipment
Use all available equipment to optimise flying, have a better overview and to have
the best use of all resources.
6.2
Altimeter Tolerance
Maximum tolerance for altimeters, range:
0 - 30’000 ft
0 - 50’000ft
from airport elevation.
6.3
Ö 60 ft
Ö 80 ft
Altitude Selector (if available)
Select altitudes and flight levels
Ö “FL 100 armed”
Call out altitude alerts
Ö “2000 ft to go” & “1000 ft to go”
In the ATC 810 Simulator or Seneca not equipped with the altitude pre select, the
altitude selector is replaced by stop watch.
Use minute scale for levels above 100 and hour scale for levels or altitudes below
FL 100.
6.4
Anti Collision and Strobe Lights
Strobe Lights have to be on whenever entering any runway until leaving, and in
flight. If reflection in IMC is disturbing crew or passengers, the lights shall be
switched off.
Anti collision lights (Beacon) are switched on just before starting engine and
switched off after engine shutdown.
6.5
Air conditioning
Use the air conditioning on hot days. The system is incorporated in the left engine
nacelle.
Note:
Only on aeroplane equipped, refer to specific AFM.
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85
System
6.6
Autopilot/Flight Director (AP/FD) (M)
Many years of experience show that the use of AP/FD is of utmost
importance for the safe conduct of a flight.
Use AP/FD during school and examination flight unless otherwise instructed.
All system modes must be known. Programme FD via AP panel mode.
Ground Test:
AP mode panel test switch press, check:
•
Annunciation mode panel light, all on
•
6 audio signals (servo function)
FD on/Press HDG sync. on HIS/Engage ALT – AP on, check:
•
Disconnect AP by red disconnect button
•
11 AP flash light on annunciation mode panel
Mode Selection:
Cruise:
•
FD – HDG - NAV – NAV GPS – ALT
Climb:
•
FD – Set correct pitch for speed by CWS – HDG or
•
FD – Set correct pitch for speed by control wheel
switch – HDG
Descend:
•
FD – Set correct pitch by CWS – HDG or
•
FD – Set correct pitch for speed by control wheel
switch – HDG
In case of emergency immediately disengage autopilot. Overpowering the AP can
jam the clutches controls resulting in a dangerous trimmed attitude.
For detailed information refer to manual.
When the AP is engaged any light pressure on the trim switch will disengage
the AP, the only warning is the AP light flashing which is vary difficult to detect.
Do not give too much confidence on the function of AP unless is constantly kept
under control by active scanning.
6.7
Auto Pilot/Flight Director Operation (M)
As a principle call out any AP/FD programming changes.
When programming without any change of flight the standard call is “Set”,
changing mode “Engage”, programming with a change in flight “Selected”.
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12.11.2006
System
Action
Call out
FD
“FD on”
AP
“AP on”
HDG
“Heading ……° set”
“Heading engaged”
“Heading ……° selected
NAV/BC
“Nav armed”
“Nav captured”
APPR/GS
“Appr armed”
“Appr captured”
“GS captured”
6.8
Only when on intercept HDG, less than 90° to
inbound course
ALT
“Alt engaged FL ……….. ft”
“Altitude disengage”
GA
“GA engaged”
PITCH
“Pitch set – Speed establisched”
Cabin Door Seal
System is installed to improve cabin noise reduction and cabin heating. No use for
short training flights.
HB-LLM is not equipped with the Cabin Door Seal.
6.9
Electrical Pitch Trim Test
•
•
•
•
6.10
Trim forward/aft and visually check wheel movement
Check no trim movement at split rocker switch operation
Check interrupt function
Check manual stop capability
Electrical System Piper Seneca II, HB-LLM
At heavy load and little power, electrical supply is insufficient. The first system
that fails is the Sandel electronic HSI. Add power, minimum 1100 RPM to restore
normal operation and wait for re alignment of heading. Do not take off with red
line or the rose by back up colour on heading.
6.11
GPS
GNS 430 is IFR/B-RNAV approved and used as navigation information. In spite of
this fact use conventional NAV equipment for backup and crosschecks. Be aware
what equipment has to be used as primary, (GPS primary Ö SID/En route/STAR
when RNAV - AP must be on for precision NAV; Conventional NAV primary Ö non
RNAV and all approaches).
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87
System
6.12
HDG Bug/Course
Heading bug:
•
•
•
Before starting taxi set magnetic HDG of departure runway (WCA)
In flight, first set HDG bug, then as second turn the aircraft
In flight with AP on set wind HDG or radar vectors HDG
HDG corrections:
•
The HDG bug wide covers ± 5° of set HDG. Do not let the HDG to go
away from the HDG bug wide
Course bug:
•
•
6.13
Departure Ö According to SID/Departure clearance
Visual approach Ö As soon as contact set track of landing runway
Headsets
Headset must be used in TMA/CTR/ATZ control or traffic area and below FL 100.
Highly recommended to reduce workload and noise in all other phases of flight.
6.14
Intercooler (if equipped) (M)
Detonation, shock cooling and low MP at high RPM operation are contributing
factors to engine damage on turbocharged engines over which pilot has control.
Detonation is caused by excessive heat and pressure in the combustion chamber.
This can be result of over boosting, mixture too lean, operating the engine in a
warm environment or any combination of the above.
One of the main causes of detonation is high inlet air temperature due to inlet air
compression by turbocharger.
This problem is greatly reduced by intercooling. At any engine power, an
intercooler reduces all engine operation temperatures. The intercooled charge air,
being more dense, results in more fuel being burned and thus more horsepower
for a given MP and RPM.
Therefore it is necessary to set MP below red line for take off as not to exceed
rated engine horse power.
A gauge shows inlet/outlet and difference temperatures of left or right engines
intercooler.
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System
6.15
Mixture - Leaning Procedures and Power Reduction
General:
Take off and climb
Rich
Final approach and landing
Rich
Touch and go, go around
Rich
VFR Circuit
Rich
Descend Ö Enrich mixtures as altitude decrease, maintain
EGT approximately 1’300° F
ATC 810
Max EGT at and above 75% power
Max EGT below 75% power
In descend maintain EGT of
Max CHT
Seneca II
45% - 55% - 65% cruise power lean to 25° rich of peak EGT,
but do not exceed 1650° F
75% cruise power lean to 14.5 gph but do not exceed 1525° F
EGT
Above 75% cruise power mixture should be full rich
1’500 ° F
1’650° F
1’300° F
475° F
Make smooth power reductions by 3 inches at a time only, then wait 1 minute to
reduce by another 3 inches and so on. This is very important to avoid turbo
engine shock cooling and damage. Max. 1400° EGT! Operate strictly according to
AFM!
6.16
Propeller Synchrophaser (M)
RPM must be adjusted manually to ± 10 RPM before activation. System has to be
off for 30 seconds prior to power changes and in abnormal operation.
To avoid damage during training flights, system usually is OFF, but RPM
synchronized by ear.
6.17
B-RNAV
Double GPS Garmin 430 (HB-LLM) has B-RNAV capability. Use of this RNAV
system is IFR approved. It is important to be aware what information is given on
the EHSI and what commands are given to the AP/FD.
6.18
Radar Altimeter RA (If available)
Avilù Fleet do not have any Radio Altimeter installed, in case training is done on
aeroplane equipped with a RA the use must respect the appropriate operation
manual. As reference the RA setting must be:
•
•
•
ILS
NPA
Circling
150 ft
300 ft
300 ft
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89
System
6.19
Anti collision Lights
ON when cleared for take off. OFF during check after landing.
6.20
Sunglasses
Sunglasses are a protective device, important to the pilot, must be worn as long
as possible.
Avoid wearing sunglasses in darkness or when entering dark clouds due to the
reduced vision.
6.21
Vertical Speed Selector
N/A to Avilù Fleet.
6.22
Weather Radar
The primary purpose of the Weather Radar is assisting crews in identifying and
avoiding thunderstorms. STBY is always selected to protect system of shocks.
Weather Radar primary reflects water (drops) in the air. Inside an active CB, there
are immense up and downward water streams. For detailed information refer to
manual.
6.23
Storm Scope
System for airborne detection and mapping of thunderstorms (electrical
discharges) In combination with Weather Radar it is a good instrument in finding
heavy weather. Never try to penetrate heavy weather, even if your plane is
equipped with weather radar and storm scope.
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Abnormal/Emergency
7
ABNORMAL & EMERGENCY PROCEDURES
7.1
Authority
In emergency situations, the PIC is authorized to follow any course of action
deemed necessary in the interest of safety.
7.2
Principle
Handling of abnormal or emergency situations can be completed successfully on
the basis of thorough knowledge of meteorological conditions, aircraft systems,
performance, minimum equipment, and ATC procedures.
Consider some principles in a SP(A) on MEP:
•
•
•
•
•
Stay tranquil & Calm
Fly the aeroplane
Properly analise and assess the malfunction
Start troubleshooting by application of system knowledge and checklists
Be aware of operational consequences
Apply this above “checklist” step by step and continue after successful completion
of each level only.
7.2.1
Stay tranquil & Calm
Abnormalities and emergencies really appear in critical phases. The pilot avoids
hasty manipulations and actions that might cause a big problem out of a small
cause by staying tranquil and calm
7.2.2
Fly the aeroplane
Before starting actions, the pilot has to know the flying status of the aircraft. Any
abnormality causes a Power – Performance, Management.
Whenever the aircraft Attitude – Power – Speed/Trim is stabilized and the
autopilot is on, if available, capacity gets free for further actions.
To fly the aeroplane is of utmost importance in all cases to maintain a
safe margin. This is the First Priority for the Pilot.
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91
Abnormal/Emergency
7.2.3
Properly analise and assess the malfunction
Analise – Assess - Define the cause of the problem:
•
•
•
•
•
7.2.4
Related system ?
Mistake in manipulation ?
Circuit breakers ?
Mistake in reading or interpretation ?
Are other systems related ?
Start trouble shooting by application of system knowledge and checklists
Whenever possible apply AFM/POH checklists. After the completion of checklist
work you have to think over consequences regarding the continuation of the
flight.
7.2.5
Electrical:
For how long will electrical power be available.
Flight instrument, COM, NAV, indications and operation of gear,
icing conditions, and all other related system.
Fuel:
Remaining usable fuel ?
In flight fuel re planning, in flight fuel management, fuel in
balance, cross feed.
Hydraulic:
Abnormal system operation ?
Required time for safe operation
Flaps:
Clean approach and landing at what speed ?
Vs clean x 1,3 but at least Vyse (blue line)
Gear:
Eventually early operation to verify cockpit indications !
Electrically operated landing gears require much more time for
manual extension
Be aware of operational consequences
Last you have to decide if the flight can be continued or it has to be discontinued
or diverted by considering all factors.
As rule of thumb remember that MEP have marginal operational capacity in OEI or
system failure related problem. Remain polarized to the more conservative side.
7.3
Malfunctions
Fly, Navigate and treat failures/malfunctions with systematic.
Basic documentation for handling of abnormal and emergencies are AFM or POH
with checklists.
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12.11.2006
Abnormal/Emergency
Malfunction covered by checklist:
•
•
•
•
•
•
•
Call out failure/malfunction
Perform by heart drill items
Refer to abnormal/emergency checklist
Mention standby/replacing system and setting
Verify possible system related reason of failure; apply common sense
Brief actual flight condition and intention, depending on IMC, VMC, fuel
Inform ATC if required (Distress or Emergency call) and ask for assistance
if needed
Malfunction not covered by checklist:
•
•
•
•
•
7.4
Call out failure/malfunction
Mention standby/replacing system and setting
Verify possible system related reason of failure; apply common sense
Brief actual flight condition and intention, depending on IMC, VMC, fuel
Inform ATC if required (Distress or Emergency call) and ask for assistance
if needed
Engine Failure (M)
A failed piston engine’s propeller produces drag by disc effect.
It is important to feather a bad engine's propeller as soon as practical. Power
loss is 50%, but loss in performance even with a feathered propeller, of a
Seneca II in single engine operation is about 80%!
To be ready for training, be familiar with AFM, systems, propeller P-factor, critical
engine, vital speeds.
In case of engine failure during climb, cruise, descend (above 400 ft AGL until
final approach) perform P P A A.
POWER
PERFORMANCE
ASSESSMENT
ACTION
As soon as the aircraft attitude is stabilized, the pilot has to get view over the
aircraft status. If possible he will connect the autopilot. Then required and
possible corrections to the by heart operation are done by the use of checklist.
The operational status has to be defined as soon as checklist work is completed.
At engine problems or any indications of fire or smoke, the pilot will declare
emergency or call MAYDAY and land on the nearest airport (VMC/VFR – IMC/IFR).
Fly a standard approach in case of abnormality and do not find out or try any new
procedure. Lower the gear when a steady descent for landing is possible.
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93
Abnormal/Emergency
7.4.1
Phase of Flight
Regarding engine failures, the flight is divided into 3 phases:
Take off:
Begin take off roll to the first power reduction (above 400 ft AAE)
Flight:
Beyond first power reduction until FAF or FAP
Approach:
FAF or FAP inbound to landing
The basic philosophy always shall be P P A A.
The main difference in these phases is the higher workload during take off and
approach. Therefore apply a shortened P P A A in those phases to keep greatest
possible capacity for the guidance of the aircraft.
7.4.2
Engine Failure - Take-off
The decision point depends on available runway length and obstacle clearance.
The last chance for a take off stop is between lift off and gear operation. In case
of a reject, both throttles have to be retarded fully to avoid excessive yaw motion.
Brake according to available distance, avoid blocked wheels apply AFM technique.
Required SID climb gradient have to be flown. If the required gradient single
engine cannot be fulfilled and no VMC escape routing is possible, the pilot must
be familiar with a safe alternative procedure in IMC.
In the case of an engine failure during take off, little time is left to establish a
configuration that permits flight continuation. As take-off power is already set,
drag can be reduced by retracting the gear and feathering the propeller.
If you decide to continue, drill as follows:
POWER
Check Take off
power set:
Ø
39.5”/2500
94
PERFORMANCE
Gear UP
Flaps UP
Blue line speed
Ø
Check
Performance
12.11.2006
ASSESSMENT
ACTION
Analyse the problem
and Identify the
failed engine:
Inoperative Engine:
1.
Throttle Close
Propeller Feather
2.
3.
Fire/mixt. cut off
Ø
Dead foot dead
engine.
4.
Ø
Fly the ACFT
Abnormal/Emergency
7.4.2.1
Drill Example
“ENGINE FAILURE”
Power
“Take off power set”
Performance
“Gear UP – Flaps UP – Min Blue line – Performance Check”
Assessment
“Left/Right engine failed”
Action
“L/R Throttle closed – L/R Prop feather – Mixture cut off-Fire”
Thereafter do not initiate any further actions until reaching safe altitude.
At the engine failure the pitch has to be lowered for Vxse approximately 5° ANU
(close at Vmc!) and heading kept by foot pressure; when clear of obstacles the
speed shall be increased to Vyse. Climb to safe altitude, set MCP and apply
emergency checklist.
Engine failure after take off is one of the most critical situations you could
encounter. Drill has to fit perfectly with no mistake! Train drills in the cockpit, at
home in suitable places, even when stressed by other influences.
Single engine climb performance is very poor (+200/+300 ft/min) and calls for
perfect flying. Gear drag equals roughly -300 ft/min and un-feathered propeller
drag equals roughly -300 ft/min.
7.4.3
Engine Failure - Flight
Make distinction between sudden loss of power and slowly developing loss of
power, identified by vibrations or instrument readings.
A clear identification of the failed engine makes an intentional power
reduction possible.
The application of the procedure varies at the point of setting power as follows:
Sudden loss of power:
Both Mixtures – Propellers - Throttles are moved
together to increase power as desired
Slowly loss of power:
The levers of the good engine are set for
increased power only, this procedure will also be
applicable in case of fire/smoke
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95
Abnormal/Emergency
In case of engine failure apply P P A A in respect of AFM or POH procedures:
POWER
PERFORMANCE
ASSESSMENT
ACTION
Apply max or
required power
in sequence:
Gear UP or as req.
Flaps UP or as req.
Minimum Blue line
speed:
Analyse the problem
and Identify the
failed engine,
consideration:
Inoperative Engine:
1.
Throttle Close
2.
Propeller Feather
Fire/mixt. cut off
3.
1.
2.
3.
Ø
Mixture
Propeller
Throttle
Ø
Check
Performance
Trim
MCP
Emergency Check List
Intention
7.4.3.1
Ø
Dead foot dead
engine.
4.
Ø
Fly the ACFT
As required
Set, or less power as required
Apply the proper check list
Report to ATC
Drill Example
For sudden loss of power:
7.4.4
Power
“Mixtures rich – Propellers high RPM – Throttles max. power”
Performance
“Gear UP – Flaps UP – Min Blue line – Performance Check”
Assessment
Action
“L/R Throttle closed – L/R Prop feather – Mixture cut off-Fire”
Engine Failure - Approach
If an engine fails during final approach, continue approach and land, as a single
engine go around is a very difficult procedure which, depending on aircraft
weight, density altitude, contaminated wing and propeller, under certain
circumstances simply is impossible to afford.
Therefore apply following procedure to continue single engine approach for
landing:
POWER
PERFORMANCE
ASSESMENT
Apply required
power in
sequence:
Gear at present pos
Flaps for OEI
Minimum Blue line
speed:
Identify the failed
engine:
1.
2.
3.
96
Ø
Mixture
Propeller
Throttle
Ø
Check
Performance
12.11.2006
Ø
Dead foot dead
engine.
ACTION
Inoperative Engine:
1.
Throttle Close
Propeller Feather
2.
3.
Ø
Fly the ACFT
Abnormal/Emergency
7.4.4.1
Drill Example
Power
“Propellers high RPM – Throttles increase”
Performance
“Gear checked – F 10° – Min Blue line – Performance Check”
Assessment
Action
“L/R Throttle closed – L/R Prop feather”
For longer periods of flight trim away rudder pressure. Set rudder trim to neutral
pressure for final approach and landing to avoid rudder input to the inoperative
engine. Do it latest at 500 ft AAE. The less power changes you make, the easier
you control the aircraft, but, do not hesitate to apply large power changes if
needed.
In order to reduce required corrections, you may allow a speed tolerance of
+10/-5 kts. However, at the landing gate, the correct speed must be stabilized. If
possible, select a landing runway that permits touchdown with less than full flaps.
At an approach and landing with less than full flaps, you have less configuration
changes, less power changes and therefore less asymmetrical forces, but a better
performance for final approach.
7.4.4.2
Precision Approach
Select flaps approach when approaching GP, then lower the gear and follow GP.
Check ball and latest at 500 ft AAE trim rudder neutral.
7.4.4.3
Non precision Approach
Select flaps 10° when established on final approach track and lower the gera
shortly before FAF. As soon as continuous descent and landing are assured
set flaps 25° as an option. Check ball and latest at 500 ft AAE trim rudder
neutral.
7.4.4.4
Circling Approach
Perform IMC part with flaps approach only and continue later on with visual circuit
systematic.
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Abnormal/Emergency
7.4.5
Identification of good/bad Engine (M)
1.
Foot to keep HDG
Good engine
Good foot
Dead engine
Dead foot
2.
Wings level
Control. Maximum 5° into operative engine
3.
Pitch
Adjust
4.
Ball
Check
5.
Speed
Minimum blue line (Vyse)
6.
Engine temperatures
Especially EGT/TIT/ITT, Torque, RPM, FF,
check fuel system and magnetos
7.
Look out
Oil – Smoke - Damage
¼ into operative engine
Note: Ball moves to side of good engine
7.4.6
7.4.7
98
Best Performance Single Engine (M)
Good engine
Maximum continuous power MCP
Dead engine propeller
Feathered
Configuration
Clean
Bank to good engine
2° to 5°
Rudder
Apply to maintain HDG
Ball
¼ Ball displacement to good engine
Procedures (M)
Engine failure in a turn:
Roll to wings level before starting drill
Engine failure in holding:
Remain in holding for drill and checklist
Engine failure during line up, final
approach:
Continue approach; avoid LLZ overshoot
Engine failure on final approach:
Fly the aircraft , continue straight in
perform PPAA drill, no checklist work
reduce drag as required
Maximum bank angle over good
engine:
30°
Maximum bank angle over dead
engine:
15°
12.11.2006
Abnormal/Emergency
7.4.8
Conditions (M)
Handling
Treat good engine carefully, avoid over boost
Power changes:
Call for rudder and trim adjustments.
Perform early and smooth power changes or
corrections but do not hesitate to apply large power
changes if needed
Steady state condition:
Trim to zero rudder pressure in climb, cruise and
descent
Autopilot (AP)
Must be disengaged at engine failure or can be
engaged after completion of shutdown drill
whenever trimmed and autopilot performance
permit. FD my be use.
Yaw damper (YD)
Off for trim, then ON again. (HB-LLM not equipped).
Vxse
Maintain until clear of obstacle then keep Vyse to
safe altitude
Climb
Strictly at blue line speed, Vyse, pitch reference 5°
Cruise speed
PA34 ca. 110 ktas
Final approach
Trim neutral apply positive rudder control in power
changes fly V approach +5 kias (OEI tolerance
+10/-5 kts)
Approach minima
Recommendation Ö applicable minima +500
ft/1000 m
Landing gate
Both throttles idle; expect yaw during power
reduction and consider application of rudder, to
avoid a side slipped touchdown in low drag
configuration, do not float
Go around
AFM Notes:
An OEI Go around should be avoided if at all
possible
•
•
•
•
•
•
Temperature and aeroplane weight can be
unfeasible in a Single engine Go around
Very little performance is left
In real single engine condition avoid a go
around by all means
Apply standard go around procedure:
Take off power
Foot
Approx. 5° of pitch only
Check ball
Promptly retract gear and flaps
Us foot and aileron, maintain Vxse until clear
of obstacles, then accelerate to Vyse for climb
to safe altitude at take off power
12.11.2006
99
Abnormal/Emergency
7.4.9
Conceptions (M)
Critical engine:
More asymmetrical forces if it will fail
Feathered propeller
Huge reduction of drag and control force,
improvement in minimum control speed
Drift down speed:
(Blue line) Vyse
Equivalent Power:
Power setting on dead engine, approximately
equal to forces of a feathered propeller
Approximately 15 inch/2400 RPM
Simulated engine failure:
You retard levers half way only or your instructor
then immediately set equivalent power
Restore normal operation:
Mixtures Rich/ RPM adjust lower setting to higher
value/Throttles:
1.
2.
3.
7.5
Increase lower setting to required value
Decrease higher setting to required value
Adjust MP/RPM/FF respectively EGT
Engine Fire
While a life without a fuel driven engine is no longer imaginable, this fuel represents
a huge danger for aviation. Therefore, any sign of fire and smoke shall be treated
as a top emergency situation.
An engine on fire still produces thrust and gives you the chance of an assessment to
verify which engine in fact is on fire. For sure you add power to the good engine
only and shut down the fire one. The same procedures are applicable in cases of
loss of oil pressure or high oil temperature as well.
While you handle the engine fire on ground, instruct your passengers to open seat
belts and as soon as the propellers no longer turn, to evacuate the aircraft.
If you got the fire out in flight, go through the emergency checklist and prepare
for a landing on closest suitable airport or emergency field.
Should the fire be uncontrolled, start emergency descent and emergency landing.
Maybe you can shut down the fire or at least dim it by increasing significantly the
airspeed.
100
12.11.2006
General Information
8
GENERAL INFORMATION
8.1
Tolerances
8.2
Altitude / Abnormal conditions
±100 ft / ±150 ft
Minimum altitudes Ö MEA, - MOCA – MORA - MSA
-100 ft
Maximum altitudes Ö MAA
+100 ft
STAR approach segments without DA/MDA
-100 ft
Holding entry procedure
±5°
Homing - Tracking
±5°
OM
±100 ft
DA (small undershoot at go around in tolerance)
-0 ft
MDA instrument part
-0 ft / +50 ft
MDA visual part in a circling approach
-0 ft / +100 ft
VOR/NDB/VDF approach procedure
±5°
ILS Localizer
Half scale
ILS GS
½ dot Fly up
1 dot Fly down
HDG given/HDG during abnormal, steep turns
±5° / ±10°
Ordered or prescribed speed / speed during abnormal
±5 kt / ±15 kt
DME arc
±0,5 NM
Lugano IFR Procedures (I)
All flight student operating on IFR ATC Flight Plan in Lugano must go through the
Lugano Qualification training. “Avilù Lugano IFR Qualification Syllabus” is the
master document to be used. The trainee has to follow the complete programme,
theory and practical training. The flight programmes can be done at once or within
the IR education. After the completed Lugano IFR Qualification the instructor has to
endorse with Avilù Sticker the training in the trainee logbook and inform the Lugano
Airport Authority.
The Lugano IFR Qualification must be done before the final IR Skill Test in order to
fulfil all operational requirements during a Skill Test.
All trainees have an endorsed operational weather minima restriction of:
•
•
•
Meteorological visibility report not less than 5’000 m
Ceiling reported not les than 2’000 ft
Any weather phenomena like Ö RA, DZ, SN, TS, SH, ++HZ, ++BR and
“South stau” weather condition.
12.11.2006
101
General Information
8.2.1
Lugano Operational Tips
Lugano approach procedures require wide overview, extended mental flexibility,
knowledge of the aeroplane flying characteristics, great flying skill, good sound
airmanship and a deep knowledge of micro climate in the lake region from
Locarno Lake to Iseo Lake.
In case you wish or you have to perform a holding at Pinik inform Milano Radar
about your request in order to have a coordinated separation with Milano
Malpensa departure procedures.
Have an active look out in the region of Pinik and Caldo due to heavy Glider and
Hand Glider activity.
Perform “Descent check”, “Approach check” and all paper work well in advance
before reaching Pinik.
Do not start the approach unless the clearance is confirmed by Lugano Tower
and/or Milano Radar Approach.
Make all turns respecting the minimum requirement bank and speed. Remember
you will not have any back up during turn about your turning radius.
Due to the high climb gradient for departure use take off power up to the engine
limitation. The speed must be selected accordingly Vx or Vy. Monitor engine
parameters in particular CHT and oil temperature.
Never take off with minimum weather, as rule of thumb for MEP use weather
minimum to make a VMC OEI aerodrome circuit and to perform a OEI local flight
along the lake to join the circuit. For SEP to have weather minima to make a glide
descend to a suitable area in VMC.
Most probably at MDA/MAP the pilot is not able to see the runway or component.
The pilot is authorized to leave the MDA with ground contact and with sufficient
visual cues to maintain a proper aircraft attitude with visual references.
8.2.2
Lugano Approach Procedures
The use of AP is highly recommended. The programmeming must be:
•
•
NAV, for lateral guidance
Pitch with CWS, for correct vertical speed
Do not use approach mode since the AP will follow GS. The step down has priority
over GS indication.
102
12.11.2006
General Information
The pilot, during the approach, leaving Pinik must call out all the limiting steps
with the Next Step Philosophy “Pinik 8 miles 6’000 ft, next Caldo 5.7 miles
at 5’000ft”.
When leaving Pinik make a time check to have a back up in case your DME fails.
In case of go around be conservative when adding power due to the low
temperature of CHT.
Due to the high noise sensitivity area surrounding the airport, during night
perform as much as possible the IGS 01 approach. Do not circle or make visual
approaches on runway 19.
Pilots are allowed to leave Pinik only when the weather allows a landing from
MDA with 2,5% climb gradient.
8.2.2.1
Navigation setting
Use MAL VOR on NAV 2 as a back up approaching Pinik for line up on localizer,
and have the GNS 430 programmed with the IGS procedure. When established on
localizer both NAV must be on IGS. The NDB can be set on NOV NDB or MAL
Locator.
8.2.2.2
Configuration
IGS 01
Before Pinik the final configuration (Gear Down - Full
Flaps) must be set and the final check must be
performed.
IGS 01 Circling 19
Before Pinik the final configuration (Gear Down - Full
Flaps) must be set. When levelling at MDA set Flaps
approach. Reset final configuration on circuit, make “Final
check” when on final.
IGS 01 Circling 19
At 3’600 ft
Make a clean approach. When levelling at MDA set Flaps
approach. Set final configuration on circuit, make “Final
check” when on final.
Take care about engine cooling due to low power setting.
Visual Approach
Perform the procedure clean, when on the circuit set
configuration according a normal VMC aerodrome circuit.
Take care about engine cooling due to low power setting.
12.11.2006
103
General Information
8.3
Lugano VFR Procedures
Lugano airport is a mixture of different operators. From airline operation to
helicopter, school flight VFR/IFR, aerobatics, glider in the airspace, military and
general aviation traffic from the little turboprop engine to a medium jet.
Careful study of the AIP 1 VAC and a general knowledge to the IFR routes make a
safer and relaxed flight in and out of Lugano airspace.
8.3.1
Aerodrome Circuits
The AIP 2 VAC report a standard aerodrome circuit for departure and arrival.
In case training aerodrome circuit are planned as an exercise, the student has to
follow the modify circuit as approved by the airport authority.
The modified circuits can be used only by Avilù flight training operation.
8.3.2
ATC Procedures and Tips
Lugano ATC controller required the following:
•
•
•
•
•
•
•
•
104
Request an ATC clearance when outbound/inbound route do not comply
with standard VAC route.
”…. Request outbound route Morcote - Capo Lago ….”
”…. Request outbound route Noranco - Melide ….”
”…. Request outbound route Morcote – Porto Ceresio ….”
The outbound route to E after take off runway 19 has to follow
aerodrome circuit until abeam threshold 01 (Lake of Muzzano).
The ATC controller is responsible only in the manoeuvring area.
Student Solo flight needs a sufficient RTF procedures knowledge in order
to be fitted within the traffic situation. In case student run in a difficult
understanding in flight the RTF language can be change to non standard
Italian communications.
When making the first call inform about a full programme or route
planned, respect the flight notification or ATC FPL route entry.
Never join base leg unless the preceding traffic is positively identified and
a proper separation can be maintained.
When the training mission cove aerodrome circuits, at the first call
indicate the aerodrome circuit altitude.
Indicate if full runway is used for take off on the first call.
12.11.2006
General Information
8.4
Passenger Relations
ROD should not exceed 800 ft/min (500 ft/min pressurized cabin) to provide
passenger comfort.
Recommend passengers to have seat belt on from starting taxi until stopping at
parking position. They must use belts during taxi, take off, landing, in turbulence
as well as in abnormal and emergency situations.
Express your wish of having a non smoking flight. Smoking is prohibited during
taxi, take off, landing, in turbulence and in abnormal or emergency situations.
Briefing:
•
•
•
•
•
•
8.5
Seat positions and seatbelt including shoulder harness
Smoking
Emergency exit location and operation
Life vest location and use
Oxygen mask location and connecting points for flights above 13’000 ft
or longer than 30 minutes above 10’000 ft
Contact crew for any wish or question
Medical Regulations
Rest times before starting flight duty
Pharmaceutical products
Sleeping pill
Alcohol
Deep diving below 12 meters
Blood donations
12.11.2006
JAR – OPS 1
24 hrs
09 hrs
08 hrs
12 hrs
24 - 48 hr
105
General Information
8.6
Examination Checklist
Notes:
1.
Day of Examination
Before Examination
2.
106
The “Before examination” check points must be fulfilled in order to have the full
documentation ready for examination
The master document used to fulfil the “Avilù Enrolment Form” is the “Guide for Skill
Test and Proficiency check SP+MP aeroplane”. The up to date version can be found
www.aviation.admin.ch

Recapitulation of conditions
Full fill all conditions & flight experience, in
the JAR-FCL applicable form page 2.

Training Programme
All section on JAR-FCL form completed and
signed off by FI and/or IRI.

Specific Training Mission STM
Mark date and page of log book in the JARFCL form beside the mission.
For Special Training Mission List refer to
applicable “Avilù Enrolment Form”

Maintenance Check
Check if the aeroplane is within the
operational hours for the date of examination

Avilù Enrolment Form
Completed on all data

Make 2 copies of the complete
examination documentation
One for Avilù records
One for examiner initial screening

Economical Release
Received by Accountable Manager

Application to Examiner
Forward “Avilù Enrolment Form” +
Documents at lest 14 day before
examination

Confirmation of examination
by FE/IRE
Received after screening of all documents,
HT informed

Aeroplane Documents
Check validity, available for briefing

Maintenance Release
Aeroplane Total Flight hours up to date,
Maintenance complains all closed, Last
maintenance check verify, next maintenance
check noted and compared with aeroplane
total hours

Time Management
Planned/Slot Received/Boarding time set

Operational Flight Plans (OFP)
Fully completed / Navigation charts available

ATC Flight plan
Filled and submitted.

Meteo Ö (Swiss Forcast-SWCW/T-Metar-Taf-Gafor-Gamet)
Analysed/Departure/Arrival/Alternate/Enroute

NOTAM/KOSIF
Analysed/Departure/Arrival/Alternate/Enroute

Mass & Balance
Computed

Performance
Calculated

Special authorization
Received and planned
Blue book
AFM
Journey log book
12.11.2006
After Examination
General Information
8.7

Avilù School Flight Report
Complete flight times by the trainee

Avilù School Flight Report
Complete Instructor time by FI/IRI

Result of Skill Test/Proficiency Inform HT, make a copy of the complete
JAR-FCL Form
Check
Passed
Partial Passed – Agreement with FE/IRE
Failed - Agreement with FE/IRE

Supplementary information
Inform the new Commander or Trainee
about his right or next proceeding

Feedback to FI from FE/IRE
Forward to HT

Feedback to Avilù from FE/IRE
Forward to HT
Type of questions and assessment during a flight examination
Questions in a flight examination like Proficiency Check or Skill Test are at the
discretion of the examiner. No list of standard questionnaire can be provided,
however principle and philosophy guide lines can be established.
The student or Pilot has to be ready to be questioned on the following:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Most probably all questions are related to a practical point of view
from the actual operation conducted.
Question where no answer can be addressed must be found trough the
documentation available.
All documentation available for pre planning has to be understood, and
you have to be able to read it if requested.
Airspace classification in regard to the flight operation conducted has
to be clearly identified and classified with its requirement.
Minimum weather has to be clearly set and respected. A very good
judgement in a “Big Picture” must be demonstrated.
Aeroplane limitations, performance, weight and balance, system,
procedures and check list.
Use of airborne equipment like transponder over foreign state.
Aeroplane maintenance assessment in the periodic check.
Airmanship in regard to the actual flight operation.
Mission planning criteria and timing.
Fuel calculation in regard to in-flight management, in-flight re
planning, airmanship.
VFR rules
IFR rules
Human factors in regard to an actual situation
ATC Procedures
Examination tolerances
Special permissions and how to obtain them
Mission re planning
12.11.2006
107
Profiles
9
Attachment
9.1
Profiles
9.1.1
Take off Profile AEO Flaps 10°
9.1.2
Take off Profile OEI Flaps 10°
9.1.3
ILS approach AEO
9.1.4
ILS approach OEI
9.1.5
NPA AEO
9.1.6
NPA OEI
9.1.7
Go around AEO
9.1.8
Go around OEI
9.2
Standardized ATC FPL
108
12.11.2006
Attachment 9.1.1 - Take off Profiles AEO Flaps 10°
Speeds:
Vx 78 Kias
Acceleration
Vyse 89 Kias
Vcc 105 Kias
10°
5°
8°
5°
ANU:
1’500 ft AAE
or
MSA
“Speed Check – Flaps UP”
“Positive Rate of Climb”
“Gear UP”
400’ AAE
“TA Altimeters Standard”
“Clinb Check”
“T/O Power Set”
“Eng. Inst. Check”
“Speed Rise”
“Rotate”
Segments:
Power
Ö
I
II
Max Take off Power 39.5”/2575 RPM (max 5 min)
III
IV
Climb Power 31,5”/2450 RPM
Attachment 9.1.2 - Take off Profiles OEI Flaps 10°
Speeds:
Vxse 78 Kias
ANU:
Acceleration
4.7°
Vyse 89 Kias
7°
1’500 ft AAE
or
MSA
“Speed Check – Flaps UP”
“Positive Rate of Climb”
“Gear UP”
400’ AAE
“Emergency Check List”
“Clinb Check”
“T/O Power Set”
“Eng. Inst. Check”
“Speed Rise”
“Rotate”
Segments:
Power
Ö
“P P A A”
I
II
Max Take off Power 39.5”/2575 RPM (max 5 min)
III
IV
Climb Power 35”/2575 RPM
Attachment 9.1.3 - ILS Approach AEO
“Clear for approach”
“Approach Armed”
Flaps 10°
“OM Check, Altimeters QNH….”
“Altitude Cross Check”
“Minimum ………”
“MAPR initialy .…, Climb at …..”
“Approaching Minimum”
“High RPM”
“Minimum Landing” or
“Minimum Go Around”
Gear Down
Flaps 25°
Final Check
Power:
ADI:
Speed:
25”/2300
20”/2300
0°
120 kias
18”/2300
-2°
120 kias
Decelleration phase
Vat 91 Flaps 25°
Attachment 9.1.4 - ILS Approach OEI
“Approach Armed”
Flaps 10°
“Minimum ………”
“Minimum Landing”
or
“Minimum Go Around”
Gear Down
Falps 25° Optional
Final Check
Power:
ADI:
Speed:
30”/2575
25”/2575
0°
110 kias
18”/2575
-2°
110 kias
Vat 91 kias
Attachment 9.1.5 - Non Precision Approach AEO
“MDA ………. VDP/MAP”
“NAV Armed”
“MDA”
“VDP – MAP”
“Landing or Go Around”
Flaps 25°
Flaps 10°
Gear Down
Final Check
Contact – Flaps 40° Optional
Power:
ADI:
Speed:
25”/2300
20”/2300
25”/2300
18”/2300
30”/2575
0°
-3°
0°
-3°
0°
120 kias
110 kias
95 kias
Vat 91
Attachment 9.1.6 - Non Precision Approach OEI
“MDA ………. VDP/MAP”
“NAV Armed”
Flaps 10°
“MDA”
“VDP – MAP”
“Landing or Go Around”
Gear Down
Final Check
Contact – Flaps 25° Optional
Power:
ADI:
Speed:
30”/2575
25”/2575
30”/2575
20”/2575
0°
-3°
0°
-3°
120 kias
110 kias
95 kias
30”/2575
0°
Vat 91
Attachment 9.1.7 - Go Around AEO ILS/NPA
1’500’ AAE or MSA
ATC:
“H-LM Going Around”
“Speed Check”
“Flaps UP”
“Speed Check”
“Flaps 10°/UP”
“+ROC Gear UP”
Continue = T/O AEO
CSW set ANU/Engage HDG
400’ AAE
Auto Pilot ON Optional
“Go Around”
Press GA Buttom/Set GA Power
Power:
39,5”/2575 RPM (Max 5 min)
ADI:
10°
5°
7°
Vxse78 kias
Acceleration
Vyse 89 kias
Speed:
31,5”/2450 RPM
Attachment 9.1.8 - Go Around OEI ILS/NPA
1’500’ AAE or MSA
ATC:
“H-LM Going Around”
“Speed Check”
“Flaps UP”
“Speed Check”
“Flaps 10°/UP”
“+ROC Gear UP”
Continue = T/O OEI
CSW set ANU/Engage HDG
400’ AAE
Auto Pilot ON Optional
Rudder & 3° Bank into operative engine !
“Go Around”
Press GA Buttom/Set GA Power
Power:
39,5”/2575 RPM (Max 5 min)
ADI:
4.7°
2°
7°
Vxse 78 kias
Acceleration
Vyse 89 kias
Speed:
35”/2575 RPM
VFR - Standarized ATC FPL
LSZS
Loc. Flt
LIPO
LIPO
TO
FROM
NIGHT
LSGS
FROM
LSZL
DAY
LSGS
LSZS
TO
LSZL
Loc. Flt
Cond.ons
8
7
9
10
13
15
Idnt. Flt Rul. Typ. Flt Typ. A/C Wak. Tur.
V
X
C152
L
CJV
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
CJV
V
X
C152
L
PEH
V
X
P28A
L
OYI
V
X
P28A
L
OQH
V
X
P28R
L
Equip.
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
Dep EOBT SPD
LSZA TBN N0100
LSZA TBN N0120
LSZA TBN N0120
LSZA TBN N0135
LSZA TBN N0100
LSZA TBN N0120
LSZA TBN N0120
LSZA TBN N0135
LSZA TBN N0100
LSZA TBN N0120
LSZA TBN N0120
LSZA TBN N0135
LSZA TBN N0100
LSZA TBN N0120
LSZA TBN N0120
LSZA TBN N0135
LSZL TBN N0100
LSZL TBN N0120
LSZL TBN N0120
LSZL TBN N0135
LSZS TBN N0100
LSZS TBN N0120
LSZS TBN N0120
LSZS TBN N0135
LSGS TBN N0100
LSGS TBN N0120
LSGS TBN N0120
LSGS TBN N0135
CJV
PEH
OYI
OQH
CJV
PEH
OYI
OQH
CJV
PEH
OYI
OQH
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
VOFL/C
VOFD/C
VOD/C
VODFL/C
LSZA
LSZA
LSZA
LSZA
LSZA
LSZA
LSZA
LSZA
LSZS
LSZS
LSZS
LSZS
V
V
V
V
V
V
V
V
V
V
V
V
X
X
X
X
X
X
X
X
X
X
X
X
C152
P28A
P28A
P28R
C152
P28A
P28A
P28R
C152
P28A
P28A
P28R
Avilù SA - Sr - SOP Standarized ATC FPL Attachment 9.2
L
L
L
L
L
L
L
L
L
L
L
L
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
N0100
N0120
N0120
N0135
N0100
N0120
N0120
N0135
N0100
N0120
N0120
N0135
16
19
18
Level Route Des EET Alt. Oth. Inf. Endur. Pob Emr. Eq.
VFR
@
LSZA @ LSZL
@
2.30 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
2.30 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZS @ LSZA
@
2.30 TBN
ELT/J
VFR
@
LSZS @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZS @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZS @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSGS @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSGS @ LSZL
@
4.00 TBN
ELT/J
VFR
@
LSGS @ LSZL
@
4.00 TBN
ELT/J
VFR
@
LSGS @ LSZL
@
4.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
2.30 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
3.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
2.00 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
2.30 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
2.30 TBN
ELT/J
VFR
@
LSZA @ LSZL
@
2.30 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
2.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
@
LSZL @ LSZA
@
3.00 TBN
ELT/J
VFR
VFR
VFR
VFR
VFR
VFR
VFR
VFR
VFR
VFR
VFR
VFR
@
@
@
@
@
@
@
@
@
@
@
@
1
LSZA
LSZA
LSZA
LSZA
LSZS
LSZS
LSZS
LSZS
LSZA
LSZA
LSZA
LSZA
@
@
@
@
@
@
@
@
@
@
@
@
LIML
LIML
LIML
LIML
LSZA
LSZA
LSZA
LSZA
LIML
LIML
LIML
LIML
@
@
@
@
@
@
@
@
@
@
@
@
2.30
3.00
3.00
3.00
3.00
4.00
4.00
4.00
2.00
3.00
3.00
3.00
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
ELT/J
Colour
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
PIC
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
Filed
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
W/R
W/R t.
W/R t.
W/R t.
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TBN
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
TR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Route
Number
1 to 24
1 to 24
1 to 24
1 to 24
25 to 30
25 to 30
25 to 30
25 to 30
31 to 36
31 to 36
31 to 36
31 to 36
37 to 38
37 to 38
37 to 38
37 to 38
39 to 43
39 to 43
39 to 43
39 to 43
44 to 47
44 to 47
44 to 47
44 to 47
48 to 49
48 to 49
48 to 49
48 to 49
29
30
31
32
33
34
35
36
37
38
39
40
50
50
50
50
60
60
60
60
62
62
62
62
Mission
to
to
to
to
to
to
to
to
to
to
to
to
12/11/2006 - 16.33
59
59
59
59
61
61
61
61
63
63
63
63
VFR - @ Referencies
2
0.35.00
0.40.00
0.35.00
0.40.00
0.35.00
0.40.00
0.35.00
0.40.00
0.40.00
0.55.00
0.20.00
0.45.00
0.40.00
0.40.00
0.40.00
0.45.00
0.55.00
0.50.00
0.45.00
0.55.00
0.30.00
0.40.00
0.55.00
0.50.00
0.10.00
0.20.00
1.00.00
0.45.00
1.00.00
1.00.00
0.35.00
0.45.00
0.30.00
0.30.00
0.40.00
1.00.00
1.00.00
1.00.00
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
-
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
-
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
0025LSAS
0025LSAS
0025LSAS
0040LSAS
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
0040LSAS
0035LSAS
0035LSAS
0035LSAS
0035LSAS
0045LSAS
0040LSAS
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0015LIMM
0025LSAS
0035LSAS
0045LSAS
0045LSAS
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
0015LSAS
0045LSAS
0035LSAS
0055LSAS
0055LSAS
0025LSAS
0040LSAS
0025LSAS
0025LSAS
0035LSAS
- EET/0010LIMM 0045LSAS
01 to 24
Aerodrome Circuits 2000 ft
Aerodrome Circuits 2000 ft, Simulated Emergencyes
Aerodrome Circuits 2000 ft, Solo Flight
W - Luino - Verbania - Luino - W
W - Luino - Verbania - Varese - Capo Lago - E
W - Luino - Brissago - Mt. Ceneri - Mezzo - N
W - Luino - Verbania - Varese - SRN - Capo Lago - E
W - Morcote - E - N
E - Porlezza - Menaggio - Lecco - Chiasso - Capo Lago - E
E - Porlezza - Menaggio - Como - Chiasso - Capo Lago - E
E - Capo Lago - Chiasso - Como - Menaggio - Porlezza - E
E - Capo Lago - Varese - Verbania - Luino - W
E - Capo Lago - SRN - Capo Lago - E
E - Capo Lago - SRN - VOG - Capo Lago - E
E - Capo Lago - Varese - Verbania - Brissago - Mt. Ceneri - Mezzo - N
N - Mezzo - Bellinzona - Biasca - St. Vittore - Mt. Ceneri - Mezzo - N
N - Mezzo - Bellinzona - Biasca - Airolo - Biasca - Mt. Ceneri - Mezzo - N
N - Mezzo - Brissago - Luino - W
N - Mezzo - Brissago - Verbania - Varese - Capo Lago - E
N - Mezzo - Brissago - Verbania - Varese - SRN - Capo Lago - E
N - Mezzo - Bellinzona - Ps. Jorio - Colico - Menaggio - Porlezza - E
N - Mezzo - Mt. Ceneri
W - Luino - Brissago
W - Luino - Verbania - Varese - SRN - Malnate - Verbania - Brissago
E - Capo Lago - Varese - Verbania - Brissago
E - Capo Lago - SRN - Malnate - Verbania - Brissago
E - Porlezza - Menaggio - Como - Chiasso - Varese - Verbania - Brissago
E - Porlezza - Menaggio - Colico - Sondrio - Ps. Maloja - W
E - Capo Lago - Chiasso - Como - Menaggio - Colico - Sondrio - Ps. Maloja - W
E - Porlezza - Sondrio - Ps. Maloja - W
N - Mezzo - Sondrio - Ps. Maloja - W
N - Mezzo - Bellinzona - Ps. Jorio - Colico -Sondrio - Ps. Maloja - W
N - Bellinzona - Ps. St. Bernardino - Tiefencastel - Ps. Julier - W
N - Mezzo - Bellinzona - Biasca - Airolo - Ps. Novena - Brig - Leuk - Route E
W - Luino - Domodossola - Ps. Sempione - Brig - Sierre - Route E
-
Route
Number
Other info (18)
25 / 30
EET (16)
31 / 36
Local Flight
LSGS
LSZS
LSZL
TO
DAY
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
-
Route (15)
37/38
Route
Cond.ons Number
12/11/2006 - 16.33
VFR - @ Referencies
0.10.00
0.30.00
0.20.00
0.40.00
0.55.00
0.35.00
0.30.00
0.40.00
1.00.00
1.00.00
1.00.00
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
-
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
-
50
51
52
53
54
55
56
57
58
59
60
61
62
63
-
E - Capo Lago - SRN - Capo Lago - E
E - Capo Lago - SRN - VOG - Capo Lago - E
N - Mezzo - Bellinzona - Biasca - Airolo - Biasca - Mt. Ceneri - Mezzo - N
W - Morcote - E - N
E - Capo Lago - Como - TZO - Brescia
E - Capo Lago - Como - Calusco - Dalmine - Rovato - Brescia
Brescia - TZO - Como - Chiasso -Capo Lago - E
Brescia - Rovato - Dalmine - Calusco - Como - Chiasso - Capo Lago - E
-
0.35.00
0.40.00
0.35.00
0.40.00
0.35.00
0.40.00
0.40.00
0.55.00
1.00.00
0.25.00
0.50.00
0.50.00
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
OPR/AVILU'
-
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
RMK/TRNG
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
FLT
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
NVFR
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
EET/0010LIMM
0025LSAS
0015LSAS
0035LSAS
0045LSAS
0030LSAS
0025LSAS
0025LSAS
- EET/0010LIMM
- EET/0010LIMM
0.50.00 OPR/AVILU' - RMK/TRNG FLT NVFR - EET/0045LSAZ
0.50.00 OPR/AVILU' - RMK/TRNG FLT NVFR - EET/0045LSAZ
3
38 / 43
Mt. Ceneri - Mezzo - N
Brissago - Verbania - Luino - W
Brissago - Luino - W
Brissago - Verbania - Varese - Capo Lago - E
Brissago - Verbania - Varese - SRN - Capo Lago - E
W - Ps. Maloja - Sondrio - Menaggio - Porlezza - E
W - Ps. Maloja - Sondrio - Porlezza - E
W - Ps. Maloja - Sondrio - Colico - Ps. Jorio - Bellinzona - Mt. Ceneri - Mezzo - N
W - Ps. Julier - Thiffencastel - Ps. St. Bernardino - Bellinzona - Mezzo - N
Route E - Leuk - Brig - Ps. Novena - Airolo - Biasca - Bellinzona - Mezzo - N
Route E - Leuk - Brig - Ps. Sempione - Domodossola - Luino - W
-
48/49 44 / 47
39
40
41
42
43
44
45
46
47
48
49
-
Route
Number
Other info (18)
50 / 59
EET (16)
60/61
LSZL
LSZS
Loc. Flt
LIPO
FROM
LIPO
TO
LSGS
FROM
DAY
NIGHT
Route (15)
62/63
Route
Cond.ons Number
12/11/2006 - 16.33
IFR - Standarized ATC FPL
LIME
LIME
LIML
TO
From LSZL
LIPO
IFR
LIML
TO
From LSZA
LIPO
Cond.ons
7
8
9
L
OQH
I
X
P28R
LLM
I
X
PA34
L
OQH
I
X
P28R
L
LLM
I
X
PA34
L
OQH
I
X
P28R
L
LLM
I
X
PA34
L
OQH
Z
X
P28R
L
LLM
Z
X
PA34
L
OQH
Z
X
P28R
L
LLM
Z
X
PA34
L
OQH
Z
X
P28R
L
LLM
Z
X
PA34
L
-
10
13
15
16
19
18
Equip.
SR/C
SRY/C
Dep EOBT SPD
LSZA TBN N0135
LSZA TBN N0160
Level Route Des EET Alt. Oth. Inf. Endur. Pob Emr. Eq. Colour
F110
@
LIPO @ LSZA
@
4.00 TBN
ELT/J
W/R t.
F110
@
LIPO @ LSZA
@
4.00 TBN
ELT/J
W/O s.
SR/C
SRY/C
LSZA
LSZA
TBN
TBN
N0135
N0165
F110
F110
@
@
LIME
LIME
@
@
LSZA
LSZA
@
@
4.00
4.00
TBN
TBN
ELT/J
ELT/J
SR/C
SRY/C
LSZA
LSZA
TBN
TBN
N0135
N0165
A060
A060
@
@
LIML
LIML
@
@
LSZA
LSZA
@
@
4.00
4.00
TBN
TBN
SR/C
SRY/C
LSZL
LSZL
TBN
TBN
N0135
N0165
VFR
VFR
@
@
LIPO
LIPO
@
@
LSZA
LSZA
@
@
4.00
4.00
SR/C
SRY/C
LSZL
LSZL
TBN
TBN
N0135
N0165
VFR
VFR
@
@
LIME
LIME
@
@
LSZA
LSZA
@
@
SR/C
SRY/C
LSZL
LSZL
TBN
TBN
N0135
N0165
VFR
VFR
@
@
LIML
LIML
@
@
LSZA
LSZA
@
@
4
TBN
TBN
PIC
Filed
TR
TR
W/R t.
W/O s.
TBN
TBN
TR
TR
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
4.00
4.00
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
4.00
4.00
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
Mission
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Route
Number
1
2
12/11/2006 - 16.33
4
5
7
8
10
11
13
14
16
17
IFR - Standarized ATC FPL
to LSZA
LIME
to LSZL
LIME
LIML
FROM
LIPO
IFR
LIML
FROM
LIPO
Cond.ons
7
8
9
L
OQH
I
X
P28R
LLM
I
X
PA34
L
OQH
I
X
P28R
L
LLM
I
X
PA34
L
OQH
I
X
P28R
L
LLM
I
X
PA34
L
OQH
Y
X
P28R
L
LLM
Y
X
PA34
L
OQH
Y
X
P28R
L
LLM
Y
X
PA34
L
OQH
Y
X
P28R
L
LLM
Y
X
PA34
L
-
10
13
15
16
19
18
Equip.
SR/C
SRY/C
Dep EOBT SPD
LIPO TBN N0135
LIPO TBN N0160
Level Route Des EET Alt. Oth. Inf. Endur. Pob Emr. Eq. Colour
F120
@
LSZA @ LIML
@
2.00 TBN
ELT/J
W/R t.
F120
@
LSZA @ LIML
@
2.00 TBN
ELT/J
W/O s.
SR/C
SRY/C
LIME
LIME
TBN
TBN
N0135
N0165
F120
F120
@
@
LSZA
LSZA
@
@
LIML
LIML
@
@
2.00
2.00
TBN
TBN
ELT/J
ELT/J
SR/C
SRY/C
LIML
LIML
TBN
TBN
N0135
N0165
A060
A060
@
@
LSZA
LSZA
@
@
LIML
LIML
@
@
2.00
2.00
TBN
TBN
S/C
SRY/C
LIPO
LIPO
TBN
TBN
N0135
N0165
F120
F120
@
@
LSZL
LSZL
@
@
LIML
LIML
@
@
2.00
2.00
SR/C
SRY/C
LIME
LIME
TBN
TBN
N0135
N0165
F120
F120
@
@
LSZL
LSZL
@
@
LIML
LIML
@
@
SR/C
SRY/C
LIML
LIML
TBN
TBN
N0135
N0165
A060
A060
@
@
LSZL
LSZL
@
@
LIML
LIML
@
@
5
TBN
TBN
PIC
Filed
TR
TR
W/R t.
W/O s.
TBN
TBN
TR
TR
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
2.00
2.00
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
2.00
2.00
TBN
TBN
ELT/J
ELT/J
W/R t.
W/O s.
TBN
TBN
TR
TR
Mission
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Route
Number
19
20
12/11/2006 - 16.33
21
22
24
25
27
28
30
31
33
34
IFR - @ Referencies
Route
Route (15)
1
ORI B4 ELTAR
2
ORI B4 ELTAR
EET (16)
LIME
LIML
4
5
6
7
8
Other info (18)
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR APPROACHES 0.40.00
EET/LIMM0010
EET/LIMM0010
3
TO
From LSZA
LIPO
Conditions Number
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR APPROACHES EET/LIMM0010
EET/LIMM0010
ORI
0.25.00
ORI
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR APPROACHES EET/LIMM0010
EET/LIMM0010
SRN
0.20.00
SRN
9
LIPO
IFR
10
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN B4 ELTAR
0.50.00
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR APPROACHES RMK/IFPS ROUTE AMENDEMENT ACCEPTED EET/LlMM0020 - EET/PINIK0020
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN B4 ELTAR
0.40.00
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN B4 ORI
0.30.00
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN B4 ORI
0.25.00
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN
0.25.00
MEZZO N DCT PINIK/N0135F090 IFR DCT SRN
0.20.00
LIME
TO
From LSZL
11
12
13
14
15
LIML
16
17
18
6
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR and/or Locator
APPROACHES - RMK/IFPS ROUTE AMENDEMENT ACCEPTED EET/LlMM0020 EET/PINIK0020
OPR/AVILU' - RMK/TRNG FLT - RMK/REQUEST ILS and/or VOR and/or Locator
APPROACHES - RMK/IFPS ROUTE AMENDEMENT ACCEPTED EET/LlMM0015 EET/PINIK0015
12/11/2006 - 16.33
IFR - @ Referencies
Route
LSZA
LSZL
TO
TO
LIML LIME LIPO LIML LIME LIPO
IFR
Conditions Number
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Route (15)
EET (16)
Other info (18)
OSKOR B4 SRN
OSKOR B4 SRN
0.40.00 OPR/AVILU' - RMK/TRNG FLT - EET/LSAS0045
ORI
ORI
SRN
SRN
OSKOR B4 SRN DCT PINIK/VFR N MEZZO
OSKOR B4 SRN DCT PINIK/VFR N MEZZO
0.30.00
0.40.00
OPR/AVILU' - RMK/TRNG FLT - EET/LSAS0030
ORI B4 SRN DCT PINIK/VFR N MEZZO
ORI B4 SRN DCT PINIK/VFR N MEZZO
0.25.00
0.20.00
SRN DCT PINK/VFR
SRN DCT PINK/VFR
0.15.00
0.15.00
7
12/11/2006 - 16.33
Definitions
19
18
16
15
13
10
9
8
ATC
FPL
Code
Meaning
VFR
V
IFR
I
First IFR
Y
First VFR
Z
General Aviation, all flight witch are not commercial or scheduled
G
Commercial Flight, Commercial Flight non scheduled
C
Schedule Flight
S
Military, Military Flight
M
All other flight, like training flight
X
Weak turbulence Light. Airplane weight less than 7'000 kg
L
Weak turbulence Moderate. Airplane weight less than 136'000 kg and graters than 7'000 kg.
M
Weak turbulence Heavy. Airplane heavier than 136'000 kg.
H
VHF, radio communication ground-air-ground
V
Standard equipment COM/NAV/Approach, only for IFR flight
S
VOR, VHF Omnidirectional Range.
O
ADF, Automatic Directional Finder.
F
DME, Distance Measuring Equipment. Normally collocated with a VOR
D
ILS, Instrument Landing System. Used for IFR precision approaches.
L
RNP Type certification. Route Navigation Performance capability use for IFR route requirement
R
8.33 kHz frequency spacing COM only. Normally only for IFR flight and/or control area
Y
Transponder reporting only the 4 code
A
Transponder reporting the 4 code and altitude
C
EOBT Estimate off Block Time. Time when the airplane start to taxi.
Knots, TAS of airplane in 4 figures
N
K/h, TAS of airplane in 4 figures
K
VFR For uncontrolled VFR flight
Altitude, in reference of QNH
A
Flight Level, In reference to 1013.25 hPa
FL
EET Estimate Enroute Time, For VFR time between take off and over destination, for IFR time between take off and IAF
RMK Remark, supplementary information on plan language, like RMK/TRAINING FLIGHT - REQUEST 1 ILS APPROACH WITHOUT LANDING
OPR Operator, report the operator name if not obvious from the airplane
DOF Date of Flight, express yy/mm/dd. When the flight plan is submitted for the next day
EET Estimate Enroute Time, to be used when passing IFR boundury or report the time were rule change from VFR to IFR, like EET/LIMM0010 - EET/Lugan 0015
ELT Emergency Locator Beacon
Life Vest Jacket
J
W/R t. White Red Tail
W/R White and red
W/O s. White Orange Stripes
Trainee
TR
8
12/11/2006 - 16.33
Definitions
Code
To be notify. To be communicate before departure
Flight Instructor
People on board
Request
Visual Meteorological Condition
Instrument Meteorological Condition
Visual Flight Rules
Instrument Flight Rules
Other
TBN
FI
Pob
REQ
VMC
IMC
VFR
IMC
Significato
9
12/11/2006 - 16.33
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