IFR - SET UP

1. Setup Radio frequencies & transponder code.

COMM 1: 122.6
COMM 1: 122.3

COMM 2: 128.175
COMM 2: 126.575

NAV1: 116.3
NAV1: 114.3

NAV 2: 111.3

NAV 2. 116.3

ADF: 236

DME: Ensure the correct DME source is displayed

Transponder: Clearance or 1000

2. Setup ALTITUDE, HEADING, SPEED bugs

ALTITUDE BUG: Set SID altitude.

HEADING BUG: SID departure heading or RWY heading

SPEED BUGS: set V1/VR, set normal climb.

Take off & climbing

Take-off

 Apply rudder
 2000 RPM – confirm two Good engines – green, no leaks, no smoke
 Release break and apply full power smoothly
 Power set
 Maintain directional control / wind correction
 40 KTS - Airspeed alive
 V1/Vr 75 kts - Rotate

Climb

 Positive rate – Gear UP

 Pitch up between 10° - 12° nose up
 Be closer Vy 88 Kts until 1000 ft AGL
 At 1000 ft AGL, continue climbing 25”/2500 RPM 105 kts
 Execute After take-off checklist

Level

 APT
 21”/2400 RPM
 Execute cruise checklist
 Lean mixture – Peak EGT

VOR INTERCEPTIONS
Inbound – to

 Tune Identify Test Select VOR.

 Determine reciprocal radial and set the number on the OBS.
 Check TO-FROM indication, indication TO check CDI.
 Intercepting heading:
- CDI left, - 90° from the OBS reading.
- CDI right. + 90° from the OBS reading.
- Set heading bug, consider drift
 Fly intercepting heading
 Set heading bug inbound before cdi centers. Consider drift.
 Turn to inbound heading as the CDI centers, and track to station.

Outbound – From

 Tune Identify Test Select VOR.

 Determine radial and set the number on the OBS.

 Check TO-FROM indication, indication FROM check CDI.

 Intercepting heading:

- CDI left, - 90° from the OBS reading.

- CDI right. + 90° from the OBS reading.

- Set heading bug, consider drift

 Fly intercepting heading

 Set heading bug outbound before cdi centers. Consider drift.

 Turn to outbound heading as the CDI centers, and track from station.

NDB INTERCEPTIONS
Tune-Identify-Test-Select ADF

Switch and select ADF mode on RMI (green needle)

Inbound interception

- Switch CDI to track to be intercept

- Arrow green – push the head
 Arrow left -> turn left -> subtract intercept angle to CDI °
 Arrow right -> turn right -> add intercept angle to CDI °
- Heading bug -> intercept heading
- Fly intercept heading
- Heading bug -> inbound heading ( CDI°)

Outbound interception

- Switch CDI to track to be intercept

- Arrow green – Pull the tail

 Tail left -> turn right -> add intercept angle to CDI °

 Tail right -> turn left -> Subtract intercept angle to CDI °

- Heading bug -> intercept heading

- Fly intercept heading

- Heading bug -> outbound heading ( CDI°)

HOLDING PATTERN
  Should enter a holding pattern according to the aircraft HEADING
 Standar Pattern (Right turns) – Use your left hand / Non Standar Pattern (Left turns) –
Use your right hand
 Turnings: rate one turn or 25° bank angle
 Timing 1 minute at or below 14000 ft / 1´ ½ above 14000 ft – Straight and level flight

ATC HOLDING CLEARANCE

- A clearance to the holding fix.

- A direction to hold from the fix
- A specified radial / localizer / inbound track
- The altitude to be maintained.
- The time to expect further clearance or the time to leave the fix in case com
failure.

VOR holding.

 Frequency Identify Test Select VOR

 Switch and select VOR mode on RMI
 First select TO the station and before passing the station select the heading to turn.
 Holding a VOR, should begin to turn to the outbound leg at the time station passage as
indicated on the TO-FROM indicator.
 For a VOR hold, start the timer as soon as the flag changes, or the wings are level after
completing the outbound turn.

ESAFE Checklist (Done after receive clearance from ATC)

 - Entry

Determine type of entry (P, T or D) and explain how to proceed:

a. Parallel:
1. When reaching the fix, turn to the left to fly outbound
heading and fly for 1’.
2. Turn left to intercept inbound track or proceed directly to
the fix. 45° off.
3. On the second arrival over the fix, turn right to intercept
outbound track and follow the holding pattern
(established).

b. Off-set:
1. When reaching the fix, take a heading 30° off the
outbound track and maintain it for 1´.
2. Turn right to intercept inbound track
3. Upon passing the fix for second time, follow the holding
pattern (established).

c. Direct
1. Upon reaching the fix, turn right ° and follow the holding
pattern.
2. For direct entry the fight is both Entering and Established
when crossing the fix for the first time.

- Speed: 110-120 kts (18”-2400RPM)

- Altitude: As directed or MSA…
- Fuel: Sufficient for EFC and ETA (also missed app, alternate, 45’, delays, etc.)
- Approach Time (EFC): As directed

6 T’s Checklist – (Done before passing the fix – just prior the hold)

- Throttle: Set power as necessary

- Turn: Set Heading Bug (next turn)
- Time: Star timer when wings level
- Twist: Change de CDI once wings are leveled (Tail to radial – Reciprocal on Top)
- Think: winds affect
- Talk: Call "entering (first passage) or established in the hold (second passage)

NDB holding
  Frecuency Identify Test Select ADF

 Switch and select ADF mode on RMI (green needle)

 ATC holding clearence

 First, select bearing to station . Fly inbound to station, bearing pointing (arrow green)
at nose of the aircraft. BTS=heading

 Holding a NDB, should begin to turn to the outbound leg after station passage.

 For a NDB, start the time as the station crosses through a relative bearing of 090° or
270° (depending on a right hand hold or a left hand hold

GPS holding

 If it is a GPS waypoint, should begin to turn to the outbound leg, you would do so
shortly after the distance reads the closest it got to 0.00
 Start the time, when the bearing is 90° or 270°, if GPS hold has a published leg
distance, then no timing is required

Normal Landing
FLAPS......................................................................... 0° to FULL DOWN

Airspeed (Flaps Up).................................................................80-90 KIAS (

Flaps Down)............................................................75-85 KIAS
Trim................................................................................... AS REQUIRED
THROTTLES.................................................................... AS REQUIRED
Touchdown.......................................................................MAIN WHEELS
Braking.............................................................................. AS REQUIRED

Go around

MIXTURES ............................................................................FULL RICH

PROPELLERS..............................................................FULL INCREASE
THROTTLES......................................................................... FULL OPEN Control
Wheel.......................................BACK PRESSURE TO OBTAIN POSITIVE CLIMB ATTITUDE
FLAPS.................................................... RETRACT INCREMENTALLY
GEAR......................................................................................................UP COWL
FLAPS.................................................................. AS REQUIRED

Approach Conduct
Precision Approach - ILS & LPV

- Power setting will be 15"Hg to start the descent.

- Approach speed target will be 90 KIAS.

- Once aligned with the final approach course, we will wait for half dot on the glide slope and
extend the gear. (Below 140 KIAS)

- Once in the white arc (below 111 KIAS) and just after extending the gear, we’ll set flaps to 10°
and flaps 25° immediately after. (Make sure to confirm stable before setting flaps)

Two nautical miles before the FAF, we will confirm:

- LPV sensitivity on the HSI (For an LPV approach)

- Localiser & glide slope alive with no red (For an ILS approach)

Passing through the FAF, we will call stable and confirm :

- Power set to maintain: 90 KIAS

- Mixtures - Full rich,

- Props- full fine,

- Three green on the gear,

- Flaps set to 25 degrees,

- Missed approach altitude: Set.

During the approach after the FAF, we will call stable :

- 500ft above the minimum

- 200ft above the minimum

- 100ft above the minimum

DH Contact/no contact

- Contact, continue full flaps

- No contact, missed approach

NON-Precision Approach - LOC/VOR/NDB/LNAV Approach

- Power setting will be 15"Hg to start the descent.

- Approach speed target will be 90 KIAS.

- Once aligned with the final approach course, we will extend the gear. (Below 140 KIAS)

- Once in the white arc (below 111 KIAS) and just after extending the gear, we’ll set flaps to 10°
and flaps 25° immediately after. (Make sure to confirm stable before setting flaps)

Two nautical miles before the FAF, we will confirm:

- LNAV sensitivity on the HSI (For an LNAV approach)

- Localizer alive with no red (For a LOC approach)

- VOR Inbound course set (For VOR approach)

- Aligned with inbound track (For an NDB approach)

Passing through the FAF, we will call stable and confirm :

- Power set to maintain: 90 KIAS

- Mixtures - Full rich,

- Props- full fine,

- Three green on the gear,

- Flaps set to 25 degrees,

- Missed approach altitude: Set.

During the approach after the FAF, we will call stable :

- 500ft above the minimum

- 200ft above the minimum

- 100ft above the minimum

MDA Level off, continue until MAWP

- Contact, continue full flaps

- No contact, missed approach