Instrument Flying E-Book

David Hoy

• Herausgeber: Crowood
• Kategorie: Fachliteratur
• Sprache: Englisch
• Veröffentlichungsjahr: 2014

Beschreibung

This book is designed to supplement the instruction a student receives during his or her course. The Instrument Rating is a test of not only the student's ability to fly accurately on Instruments, the foundation, but also the ability to cope under a number of pressures. Instrument Flying is intended to help prepare the student to pass what is regarded as probably the most demanding flight tests in the world, the JAA Instrument Rating. It will also provide some useful tips and reminders when the IR renewal is due. Subjects covered include: Instrument Flight; Use of Radio Navigation Aids; Let Down and Approach Procedures for both ILS and NDB; Airways Flight; The Instrument Rating Test. Illustrated with between 20 - 30 exercise charts.

Leseprobe

Instrument

Flying

David Hoy

First published in 1995 by Airlife Publishing, an imprint of The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR

www.crowood.com

This e-book first published in 2014

Revised edition 2007

© David Hoy 1995 and 2007

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers.

British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library.

ISBN 9781847979247

CONTENTS

Introduction – The JAA Instrument Rating Skill Test (A)

Chapter 1

The Instrument Rating

Chapter 2

Instrument Flying

Chapter 3

The Day Comes…

Chapter 4

The Departure

Chapter 5

En-route IFR Procedures

Chapter 6

The Precision Approach

Chapter 7

The Asymmetric

Chapter 8

Tracking and Holding

Chapter 9

The Non-Precision Approach

Chapter 10

General Handling

Chapter 11

The Flight Test Flown!

Appendix I

Definitions

Appendix II

Abbreviations

Index

DEDICATION

This book is dedicated to my wife, Elaine, my two children, Anna and Catherine, and my good friend Richard Darlow.

INTRODUCTION – THE JAA INSTRUMENT RATING SKILL TEST (A)

This book is designed to supplement, not replace, the instruction you will receive during the simulator and flying training of your course. It is not intended that it should explain in detail the technical aspects of the various navigational systems or flight instruments, although these will be touched upon. It reflects the experience gained during a lifetime of specializing in Instrument Rating training.

The course you are about to start, or may have started already, to obtain the Instrument Rating is exacting, but enjoyable. It’s a test not only of your ability to fly accurately on Instruments, the foundation, but also your ability to cope under a number of pressures, one of which may be financial. Of course, no two flights are ever the same. No matter how well prepared you are, surprises will occur and you should expect them, as much as anyone can expect the unexpected! The key thing to remember is that this is a test akin to the task of a one-armed paper hanger, and good preparation is definitely the key. Not much help will come from the examiner’s seat during the flight, nor should any be sought. To keep the metaphors running, you are paddling a one-man canoe!

This book is intended to help prepare you for what is probably the most demanding flight test in the world, the JAA Instrument Rating. Moreover, I hope it will help you achieve a much coveted first-time pass! It will also provide some useful tips and reminders when your IR renewal is due, in a year’s time.

Subjects covered include:

•

Instrument flight

•

Use of radio navigation aids

•

Let-down and approach procedures for both ILS and NDB

•

Airways flight

•

The Instrument Rating Test

I hope that you will find this book both enjoyable and useful, and most importantly, I trust it will save you money.

My thanks are due to all those who have supported and helped me in the writing of it, particularly the Oxford Examiners – Ian McClelland, Nigel Ashley and Steve Oddy – and their boss, Chief Flight Examiner Pat Lander. Thanks also to Aerad for allowing me to reproduce their approach plates and charts. The views expressed within this publication are the author’s and not necessarily those of the Flight examiners mentioned above.

Finally, thanks to my wife Elaine and to my friend Richard Darlow, both of whom encouraged me to write this third edition. Incidentally, no animal was harmed or mistreated in the writing of this book, except the cat, which received the occasional kick when I hit writer’s cramp!

NB: No Aerad chart or approach plate published in this book should be used for navigational purposes. If any statement in this publication is at variance with your school, instructor or pilot’s operating handbook, it should be ignored.

CHAPTER 1

THE INSTRUMENT RATING

TRAINING REQUIREMENTS

Without an Instrument Rating (IR) in your licence, you will not be employable as a commercial pilot, unless you are considering flight instruction, glider towing, crop spraying or perhaps aerial photography as a career! An IR permits entry into controlled airspace under Instrument Flight Rules, an essential for the airline pilot. Training for the IR must be in accordance with JAR FCL 1 and must be approved by the Civil Aviation Authority. The test, however, must be taken within a JAA JAR FCL approved state and, in the UK, with a CAA employed flight examiner.

The multi-engine IR (A) course (for aeroplanes) has the following minimum requirements:

1.

55 hours instrument time under instruction, which may include 2 or 3 below, but must include 4.

2.

25 hours (maximum) in an FNPT 1 if approved by the CAA.

3.

40 hours (maximum) in an FNPT 2 or flight simulator if approved by the CAA. With the agreement of the authority, no more than 10 hours of this 40 can be done in an FNPT 1.

4.

15 hours in a multi-engine aircraft.

Holders of a CPL (A), or those who have passed a CPL skill test and have met all the requirements for a CPL issue, can have the 55-hour minimum reduced to 50 hours.

The flight test for the Commercial Instrument Rating is usually carried out in a multi-engined aircraft, but not a centre-line-thrust, two-engine machine. A candidate for the flight test should either hold a multi-engine class rating or have passed the test for such a rating within the preceding six months.

More comprehensive information on training requirements and flying experience requirements can be obtained from the latest copy of Standards Document 1 Appendix D. Don’t leave home without it!

TEST PROFILE

The idea that the IR test’s standard profile comprises en-route, ILS, EFATO, asymmetric hold, NDB and general handling is incorrect. Some test centres frequently fly asymmetric ILS approaches because such profiles allow them to get the job done more efficiently. At Oxford, for example, there are few situations where it becomes imperative to fly an asymmetric ILS, although such situations may arise because of the reluctance of some airfields to allow procedural approaches. Consequently, applicants should not be surprised to have to fly an asymmetric ILS if the situation demands it.

Similarly, radar vectored NDB approaches may be flown, although it is more common for these to be flown from a procedure. Because of the problems of removing screens at DA/DH and the proximity of ACA, the asymmetric ILS is likely to lead to an asymmetric IFR go-around. If a visual circuit is then to be flown, the examiner will remove the screens once the aircraft is climbing safely and re-orient the applicant as necessary before the turn downwind.

The Test

The IR test is divided into six main sections:

1.

Pre-flight operations and the departure.

2.

General handling on instruments.

3.

Fn-route IFR procedures.

4.

Precision approaches, go-around or landing.

5.

Non-precision approach, go-around or landing.

6.

Asymmetric flight.

Either Section 4 or 5 must be flown following an ATC procedural clearance. The other approach may be carried out by following radar vectors. A hold will be a requisite on either Section 4 or 5.

The Instrument Rating initial flight test, as taken in the UK, must be conducted by a CAA employed flight examiner. It is designed to simulate as closely as possible a real trip.

Typically, the test will be based on a public transport flight from aerodrome A to airport B. At B, a radar vectored ILS will be flown, but on reaching decision altitude, the runway will be deemed not visible, and a go-around and missed approach will be required. During the go-around, an engine failure will be simulated. The necessary drills must be followed and the decision made to divert to airport C, where a hold and a non-precision asymmetric approach will be performed, eventually to an asymmetric committal altitude. This will be followed by a visual asymmetric circuit to a landing. At some stage during the flight, the examiner will want to see some limited-panel flying, including turns on to specific headings and recoveries from unusual attitudes, as well as two stall recoveries in full panel.

I should point out that not all flights will follow this pattern. Due to availability of radio aids, you may find yourself flying an asymmetric ILS approach and a symmetric NDB or non-precision approach. The examiners are not restricted to a set format. The good news is that all the aerodromes A, B and C will be known to you before you depart, and the format of the test will have been briefed in detail. Only the unforeseen or unplanned will affect the schedule. Fingers crossed, it should go to plan!

The flight examiner will choose a route for the test that may, or may not, start and end at the same aerodrome, but will not normally exceed a distance of 150 nautical miles. Typically, the flight should not last more than two-and-a-half hours.

PASS OR FAIL?

All sections of the test must be completed within six months. For the purpose of the IR issue, the skill test remains valid for six months. Prior to taking the actual test, a candidate is required to obtain what is known as the 170A in the same class of aircraft. This is achieved by flying with an authorized 170A flight instructor, who will confirm on the form his confidence that you stand a good chance of passing the test, that he has verified your hours and that you are entitled to fly with the CAA. You should also have passed all the appropriate examinations. Exceptions can be made if you’re on an integrated course.

An IR test allows two attempts at completion, assuming a partial pass was achieved on the first attempt. A partial pass is granted when only one section is failed at the first attempt. Failure of more than one section is considered a full fail, requiring a complete retest at the next attempt. All ‘partials’ require a re-examination of Section One in addition to the section actually failed. If on the ‘partial’ retest, you fail to make the grade again, a complete new test must be taken, with all sections being examined. If you achieve a complete fail on your first attempt, even though you may have passed some sections, you will be examined on all sections at your next attempt.

Further training may be required following any failed test. Failure to achieve a pass in all sections of the test in two attempts will require further training as determined by the Authority. There is no limit (other than financial) to the number of attempts you are allowed at the Instrument Rating.

From this, you should appreciate that the most important section is the last one. Suppose, for instance, that you have inadvertently failed the departure, but the rest of the flight has been perfect as you approach the final section. Everything hangs on that final section. You must give it your very best to ensure that you walk away with a ‘partial’ and not a complete fail.

School report form.

CAA F170A certificate of training and competence.

CAA Instrument Rating skills test report form.

CAA application form for attachment of Instrument Rating to existing licence.

CAA application form for revalidation or renewal of an Instrument Rating.

ESSENTIAL CONSIDERATIONS

Tests for the Instrument Rating normally occupy a full morning or afternoon. Traditionally, there are two reporting times: 0845hr and 1245hr.

Prior to the reporting time, your flying instructor should ensure that all the necessary paperwork is in order. You should be in possession of form FCL 170A. This states that, in the opinion of the person who has signed it, you are ready and able to pass the flight test. Normally, the 170A flight is one of the last you will make prior to sitting the actual Instrument Rating test. Ideally, you will have been introduced to the examiner by your instructor on the previous day, and will know where his office is and where you will be doing your planning. This planning should be unassisted!

You should hold a current medical certificate (a licence is not necessary) and be able to show proof that either you hold a multi-engine class rating or have passed the test for such a rating in the previous six months. If your medical has lapsed, you may still be allowed to take the test at the discretion of the examiner.

The aircraft you intend using for the flight test should have been approved by the Authority. This involves having a CAA examiner inspect the aircraft, its paperwork and its blind-flying screens so that an approval form can be issued. Such forms are valid for twelve months and can only be renewed by a flight examiner or someone designated by the CAA.

At this stage, the examiner will discuss briefly the weather with you, and give you the route he wishes to fly and various key times that will be needed for your flight plan.

Planning

About an hour is allowed for planning. During this time, you will be expected to file your flight plan, obtain all the necessary weather (departure, destination and en-route), and compute headings, timings etc. for the route and the various procedures that you will be expected to carry out during the flight. A weight-and-balance calculation, a fuel plan, and performance calculations for departure and arrival should also be completed, and a copy given to the examiner at your next meeting, when the main briefing will be given.

Flying Accuracy

Rules are for the guidance of wise men etc. The limits that follow are subject to the examiner’s discretion. One error will not necessarily mean that you have failed the test, especially if the limits have been observed throughout the rest of the flight.

Height control

+/– 100ft.

Heading

+/– 5°, both engines operating.

+/– 10°, one engine operating.

Radio aid tracking

+/– 5°.

Speed

+/– 5kt, both engines operating.

+ 10/– 5kt, simulated engine failure.

ILS

+/– half-scale deflection.

If you make an error, be seen to correct it. If you are 75ft high, don’t just sit there; strive for perfection, all the time. Remember high and fast, slow and low are always power problems!

Performance

Examiners require both performance and mass-and-balance calculations needed for the planned public transport flight. That means mass and balance at take-off with a projected line showing mass and balance for the rest of the flight; take-off performance related to departure aerodrome; landing performance related to your planned destination, or landing performance for the intended diversion if it is clear that this would be the most limiting case (for example, destination Birmingham, diversion Gloucestershire). While you should calculate TODR and LDR correctly, make sure you have checked these against TORA or LDA. Otherwise the calculations will be meaningless. Make sure you obtain the correct LDA for your calculations. All the examiners require is a real-world understanding of these calculations and their implications.

Aerad airfield plate gives essential information when calculating take-off and landing performance.