AIRBUS FLIGHT ACADEMY EUROPE

IFR Training Initial version 03/2022 by Emeric Vernédal. NOT an OFFICIAL document. V0.7

Regulation 2 IFR navigation 14

Applicable regulation & definitions 2 Generalities 14
Protection areas 2 Methodology 14
Flight planning 3 ATC 14
Long term preparation 3 In-flight fuel management. 14
General preparation 3 Arrival 15
Altitude 3 Generalities 15
Fuel planning 4 Preparation 15
Short term preparation 4 Arrival briefing & actions 16

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General preparation 4 Minimum altitudes 16
GPS planning 5 Holding patterns 17
Official Flight Plan 5
Approach 19
Take-off minima 5
Commencement of the approach 19
Landing minima 6
Generalities
Take-off alternate
En-route alternate
Destination airport
AF 6
6
6
6
Initial approach segment with course reversal
Course reversal with a base turn
Course reversal with a procedure turn
Course reversal with a racetrack
19
19
20
20
Final approach segment - Generalities 21
Destination alternate 7
Failures during the approach 21
Basis of flying IFR 7 Direct approaches 22
Generalities 7 Definition 22
Corrections to maintain a track/radial 8 Non Precision Approaches (2D) 22
Interception of a new radial < 20° 8 2D with Distance information (CDFA) 22
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Variation 8 2D with fix as FAF (CDFA) 22
Interception with 30° method 8 2D not in CDFA 23
Interception under 90° 8 Precision Approaches & APV (3D) 24
DME Arc 9 Indirect approaches 24
Turn anticipations 9 Circling 25
Cockpit preparation & radio means 10 VPT 25
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Radio communication 10 Missed approach 26

Radio navigation aids 10 Landing 26
Use of CDI 11
Autopilot - Use & limitations 11

From startup to take-off 12 References

Before start 12 - ENAC RIT/E
- Part CAT, Part NCO
After start 12 - AFAE: instructors, PDP, OM A, OM B
At holding point 12 - MUP 8th edition
Take-off 12 - “La radionavigation et l’IFR - Les bases” & “La
radionavigation et l’IFR - L’IFR, le GPS” by François
Mougery (Editions Cépaduès)
Departure 13 - Guide PBN Edition 2 (DSAC/NO)
SID - Standard instrument departure 13 - EASA Safety briefing “Preventing hypoxia”
Omnidirectional departure 13 - Several IFR guides, skybrary.aero, …
Regulation ● Classification: Aircraft category
○ Based on Vat (1,3 Vs or 1,23 Vs1g) in IAS
Applicable regulation & definitions ○ Cat A: < 91 kts (SR20 & DA42)
○ Cat B: 91-120 kts
● Basic regulation: AirCrew, AirOps, SERA
○ Cat C: 121-140 kts
● Commercial operations: transport of PAX,
○ Cat D/DL: 141-165 kts (DL for aircraft with
goods, mail with payment
long wingspan)
● Complex aircraft (any of below):
○ Cat E: 166-210 kts
○ MTOM > 5,7t kg
○ PAX seats > 19
○ Certified for 2 pilots or more Protection areas
○ At least 1 jet engine or at last 2 turboprop
● Different type of methods are used to
● Part-CAT: annex IV of AirOps
determine the protection areas:
> Commercial Air Transport
○ “dogmatic” (flat-rate margins). Ex:
● Part-NCO: annex VII of AirOps

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secondary area of holding pattern,...
> Non-Commercial operation of Other than
○ “Arithmetic” (sum of all maximum
complex motor-powered aircraft
deviations expected). Ex: primary areas of
● MPA: Motor-Powered Aircraft
holding pattern.
● LVTO: TO with RVR 75-400 m
○ “Quadratic sum” (sum of some of the

recommended in NCO
AF
● CDFA: Continuous Descent Final Approach
> If possible: mandatory in CAT,

● Classification: Precision Approaches

deviations expected, not all at same time)
○ “Statistical method” (representative
sample of occurrences)
● Wind. Protection in case of wind not
○ CAT I: DH ≥ 200 ft, RVR ≥ 550 m
corrected up to a certain value. In France:
○ CAT II: DH 100-200 ft, RVR ≥ 550 m
○ Depending of altitude:
○ CAT IIIA: DH < 100 ft, RVR > 200 m
■ <14 000 ft: height x1,5 + 36 kt
○ CAT IIIB: DH < 100 ft or no DH
■ 15-31 000 ft: height x2,5 + 22 kt
RVR 75-200m
■ > 31 000 ft: 100 kt
○ Why on some AD minima are > ?
■ ICAO rule: height x2 + 47
DH: obstacle on APP or MAPR track, …
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■ Height in thousands feet
RVR: depends on Approach Light System
○ Flat-rate values:
● Types of Approach Light Systems (ALS)
■ 30 kt: DEP procedures, final approach
○ FALS: Full ALS (CAT I, HIALS ≥ 720,
segment, missed approach, dead
distance coded centreline, barrette
reckoning segment
centreline)
■ 25 kt: circling
○ IALS: Intermediate ALS (simple ALS,
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● Heading: maximum error of 5°.

HIALS 420-719 m, barrette)
● Timer accuracy: ± 10 sec
○ BALS: Basic ALS (any other 210-419m)
● Time of identification of a waypoint: 6 sec
○ NALS: any ALS < 210 m or no ALS
(3 sec in Missed approach)
● Classification: Aircraft performance
● Bank angle:
○ A: jet engine aircraft
○ Max 5 sec to obtain a 25° bank angle
or turboprops with > 9 PAX or MTOM >5,7t
○ Missed approach: 3 sec (15° bank angle)
○ B: propeller aircraft with ≤ 9 PAX or MTOM
● Speed categories: A, B, C, D, E
≤ 5,7 t
● Max speed in holding areas: 170 kt IAS for
○ C: piston with > 9 PAX or MTOM >5,7t
Cat A below 14 000 ft
● Flying accuracy:
○ VOR: ± 5°
○ ADF: ± 10°
○ Localizer / glide: half deviation
○ DME Arc: ± 1 NM
● Bank angle: Flight planning
○ General rule: rate one turn (max 25°)
○ VPT: 25° only (not rate one turn) Long term preparation
○ Circling: 20° (ICAO - France: nothing)
○ Initial DEP / missed approach: 15° General preparation
● OCH (Obstacle Clearance Height) ● Study of ADs (DEP, DEST, ALTs, ENR)
○ 1000 ft: arrival, initial approach segment ○ General: location, altitude, open to public
Up to 2000 ft in mountainous areas. air traffic, PPR/PNR, opening times, usage
○ 500 ft: intermediate approach segment restrictions, fuel availability, …
○ 250-500 ft: final app segment of 2D APP ○ Runways: length, width, slope, lights, …
○ 40-160 ft: final app segment of 3D APP ○ IFR procedures available, associated
○ Missed approach: several values minima and MAP
● Altitude correction according to temperature VFR circuit pattern altitude / track
○ It is the pilot’s responsibility except under ● Check NOTAMs (DEP, DEST, ALTs, ENR)

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radar vectoring. ● Select SID (not mandatory except if
○ Particularly important in final approach specified), route (airways or DCT if < 50 NM),
segment of 2D APP STAR and most suitable alternate(s)
○ Particularly important when T° < ISA (we (operations, weather conditions, PAX, …)
are lower than indicated) ● Consider several routes according to:
AF
○ Value of correction (in ft)
4 x Δ T° x Alt (in 1000 ft)
Δ T°: difference between ISA and current
○ Distance
○ Minimum altitude (O2, engine restart, …)
○ AWY restrictions, special airspaces,
○ Required navigation capability (RNAV)
○ …
● Study of communication failure during
departure, cruise, arrival (check charts and
general procedure)
● Prepare following documents with know
information:
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○ Flight log
○ Fuel planning (see below)
○ Mass & balance
○ TO / LDG data card

Altitude
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● Rule of thumb: ± 75% of flight distance but

taking into account the following constraints
● Minimum altitude
○ AWY MOCA :
Minimum Obstacle Clearance Altitude.
1000 ft (2000 ft in mountainous areas)
In pink on Charts+ close to AWY
○ AWY Limits
■ MEA (Minimum Enroute Altitude):
guarantees radio coms + navaids
reception + obstacle clearance. In
green
■ Maximum altitude: double click on AWY
and check “limits” in the details window.
 ○ Grid MORA (Minimum Off Route Altitude): Fuel planning
check on the chart (rectangle LAT/LONG). ● Minimum fuel
Used when diverting from AWY (DCT, ○ Taxi: 1 USG (or more)
emergency, …). ○ Trip:
○ Minimum Radar Vectoring Altitude ■ Leg: From TO to IAF
(MRVA): ■ Procedure: 3 USG per APP procedure
Available among Charts+ documents for a (or more)
given airport (AREA section) ■ Wind correction: updated during short
● Choice term preparation
○ IFR: “round” flight levels (FL60, 70, 80, …) ○ Contingency: 2 USG standard
○ Semicircular rule: ○ Alternate: Leg, Procedure, Wind correction
■ Even when flying west ○ Final Reserve: 9 USG (45 min: piston
(“Pair” <-> “Portugal) engine, both CAT and NCO)
■ Odd when flying east ○ Additional: 3 USG if no alternate required

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(“Impair” <-> “Italie”) ● Extra fuel:
○ Airway: ○ Fuel already in the tanks
Check if AWY available in both directions ○ PIC decision (ex: expect to hold 20 min)
+ altitude (can be different from ● Block fuel: minimum fuel + extra fuel
semicircular rule) ● Safety fuel:

○ In flight: ATC
AF
○ Wind: check WINTEM to identify at which
level wind will be more favourable

Under radar vectoring, ATC can decide to

○ Alternate fuel + Final reserve
○ Minimum quantity to decide to fly to ALT

Short term preparation

apply any flight level.
● Hypoxia (NCO / CAT) General preparation
○ Effects for some people below from 7000 ● Check aircraft documents + pre-flight
ft ● Check NOTAMs (including accessibility of
○ Brief crew/PAX: say if suspicion symptoms ADs) and download file
○ If symptoms: ↗ O2 ● Prepare and analyse weather folder (+ ATIS
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■ Use supplemental O2 (if available) by phone if available) + download file(s)
■ Descend (considering Wx, obstacles, ● Note wind: cruise level + FL20/FL50
...) in pre-identified safe area (< 7000 ft) (approach at DEST)
○ CAT: use of supplemental O2 for crew ● Calculate and note Δ T° vs ISA at cruise level
■ If >30 min between 10 - 13 000 ft ● Choose / confirm flight route and altitude
■ Always if >13 000 ft ● Update flight log: time with wind, heading,
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○ NCO: same rule as CAT except if PIC can altitude, fuel consumption between WPTs
determine if supplemental O2 is needed ● File official FPL (see below)
(before flight: analysis of flight and PAX, in ● Update following documents:
flight: monitoring & detection of symptoms) ○ Flight log with WPTs, distance, track, time
● Calculate POD/TOD according to expected without wind, safety altitude.
cruise level and expected QNH (see “Arrival - > WPTs: DEP, end of SID, turning points
Preparation” for calculation details) or compulsory reporting points, entry of
STAR, expected IAF, DEST, ALT(+route if
necessary)
○ Fuel planning (effect of wind, actual fuel in
tanks, effect of Wx conditions?, …)
○ Mass & balance: actual mass of fuel in the
tanks
○ TO / LDG data card: actual TOW (and
associated speeds / performances)
GPS planning ○ Number of POBs, Name of the PIC, phone
● If planning to use GPS for navigation and/or number
approach: ○ Route (SID/STAR, AWY, DCT)
○ Check GPS Notams ● Activation of the FPL in following timeframe
○ Compute RAIM at ETA (not legally Standard: ± 15 min
required if using SBAS). Via Augur or in With slot: - 5 to + 10 min
the plane ● Cancellation: if the mission is cancelled, do
○ Check navigation database in the plane not forget to cancel the FPL.
● If planning to use an RNP approach: ● Tip: before submitting the flight plan,
> At least one conventional approach must double-check everything with a “new eye”
be available at destination airport or (and/or with your binôme)
destination alternate
● Waypoints: not possible to add a WPT in the
Take-off minima
database or change a WPT from flyover to

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flyby. Only use WPTs contained in ● Check ATIS information by tel if available
procedures ● Other than NCO: no take-off if Wx at
● Flight plan: provide RNP capability in “Other departure AD is not above landing minima
information” after “PBN /” (see details below) (except if a suitable TO alternate is available)
● RNP APCH ≄ RNP AR ● RVR / VIS
AF
(Authorization Required)
● Types of APP and associated minima
○ LPV -> APV SBAS
○ When no RVR and no VIS (or VIS <
minima): The PIC can begin TO if he
estimates RVR/VIS is above minima.
○ When no RVR or no VIS: the PIC
○ LNAV/VNAV -> APV BaroVNAV
○ LNAV -> NPA (perform CDFA) double-check if he estimates RVR/VIS is
● SDF: if a step down fix is published (need to above minima.
check distance before descending below a ● Required RVR/VIS (not LVTO):
given altitude) > only used for LNAV minima ○ CAT or NCC:
If multi-engine aircraft able to stop or
Official Flight Plan continue TO (with failure of critical engine)
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● At least 60 min before departure, or if in flight to 1500 ft AAL while maintaining obstacle
10 min before entry in area / crossing AWY clearance, RVR/VIS ≥
● For flexibility & convenience: use Autorouter ■ Day: 500 m
● Aircraft: create / import your aircraft. ■ Day + lights (edge or centerline): 400 m
○ Equipment & capabilities: BDGLORY S ■ Night + lights
B (LPV), D (DME), G (GNSS), L (ILS), O (edge + end or centerline + end): 400 m
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(VOR), R (PBN approved), Y (VHF 8.33) ○ NCO: nothing specified.

S (standard: VHR RTF, VOR, ILS) ■ Regulation point of view: use published
○ Other information: PBN/ B2 C2 O2 S1 T1 aerodrome operating minima.
B2 (RNAV 5 GNSS), C2 (RNAV 2 GNSS), ■ Operational point of view: consider the
O2 (Basic RNP 1 DME/DME), S1 (RNP opportunity to come back on the
APCH), T1 (RNP AR APCH with RF, departure AD for any reason (failure,
special authorization required) PAX,...) and use landing minima.
○ Tip: if importing via a “share code”, double
check all items
● Route
○ Date, Time (Z), Plane
○ Alternates
○ Power settings, TAS in cruise, Fuel at
departure
Landing minima Take-off alternate
● A take-off alternate is required if Wx or
Generalities
performances do not allow to land at
● Check ATIS information by tel if available departure aerodrome
● Minima considerations (not mandatory for NCO)
○ 3D approaches > Consider RVR only ● Distance requirements:
○ NPA & indirect approaches: Aircraft with 2 engines & non-ETOPS: 1h of
> Consider RVR + ceiling (BKN, OVC) cruise OEI without wind and at TO mass
● Planning minima VS Minima ● Minima:
○ Before take-off: CAT TO Alt: Wx at ETA ± 1h ≥ minima
■ CAT: no take-off* if Wx at destination or NCO TO Alt: Wx at ETA ≥ minima
destination ALTN < planning minima
■ NCO: no take-off* if Wx at destination
or destination ALTN < minima En-route alternate

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*: or pursuit in flight with change of FPL
● Mostly used for fuel planning optimization on
○ In-flight:
long flights in CAT
CAT & NCO: no pursuit of the flight if
○ Distance requirements: in a circle with
available Wx information for destination or
■ center located at 25% of total flight from
destination ALTN < minima.
● TAF interpretation
○ BECMG … FROM … TO …
AF
■ Deterioration > consider FROM
■ Improvement > consider TO
destination (or 20% + 50 NM) > biggest
■ radius of 20 % of total flight
○ Minima: same as destination alternate
● ETOPS en-route alternate (SPA):
Wx at ETA to ETA + 1h ≥
○ “TEMPO” or “PROB30/40”
○ PA: minima +200 ft (DA) +800 m (RVR)
■ Deterioration - Persistent: consider
○ NPA: minima +400 ft (DA) +1500 m (RVR)
■ Deterioration - Transient: may disregard
■ Improvement: disregard in all cases
○ “PROB30/40 TEMPO” Destination airport
■ Deterioration: may disregard
● Check at least one conventional approach at
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■ Improvement: disregard in all cases
destination airport or destination alternate.
● Single pilot operations - RVR for landing
● CAT - Destination airport
○ For single-pilot operations, the minimum
○ Wx at ETA ± 1h ≥ minima
required RVR for an approach can be
● NCO - Destination airport:
limited if certain conditions are not met.
Wx at ETA ≥ minima
○ If no centerline and/or touchdown lights:
● Isolated airport:
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RVR must be > 600 m

○ Definition:
○ For a Precision APP, RVR must be > 800
■ CAT: if fuel to reach nearest AD + FR >
m except if: aircraft with AP connected to
Piston: 2h or [45min + 15% of trip fuel]
ILS/MLS/GLS down to DA
Jet: 2h above destination AD
(or HUDLS / EVS).
■ NCO: if nearest AD >
Tip: possible with ILS in LFBU with DA42
Piston: 60 min
but not with SR20
Turbine: 90 min
○ For a LPV APP, RVR must be > 800 m
○ Minima: same as destination alternate
except if: FALS + centerline lights +
touchdown lights
(or HUDLS / EVS)
Tip: not possible in LFBU
Destination alternate Basis of flying IFR
● Check at least one conventional approach at
destination airport or destination alternate. Generalities
● CAT - Destination alternate requirements ● Set HDG bug before performing a turn
○ 1 destination alternate normally required ● Set Altitude bug before changing altitude
○ 0 if: ● Turns at “rate one” (15% of TAS, max 25°)
■ Isolated AD except if speed does not allow (ex: in climb)
or or initial DEP / missed approach (max 15°)
■ Flight < 6h or circling / VPT (max 20°)
+ 2 separate runways (different landing ● Anticipation in climb/descent:
surfaces, may cross, 2 different When ≈ 10% of VS: pitch / 2
approaches with 2 different navaids) ● Anticipation in turn: when ≈ 1/3 of bank angle
+ Wx at ETA ± 1h: ● Trim aircraft precisely, avoid applying force
Ceiling ≥ 2000 ft or 500 ft above MDA on the stick when performing another action

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VIS ≥ 5 km ● Fly with minimum input on the stick (except
○ 2 destinations alternates if: to counteract turbulences), small corrections,
■ No Wx information at destination elbow blocked on armrest if possible
■ Wx at ETA ± 1h at destination < minima ● Trust your instruments
● NCO - Destination alternate requirements

○ 0 if:
AF
○ 1 destination alternate normally required

■ Wx at ETA ± 1h ≥ VMC
● IMC and icing conditions: alternate air
● If any doubt (position, attitude, …): confirm
with other instruments. Never leave doubt
● Do not follow GPS instructions blindly:
or always keep situation awareness and check
■ Isolated AD & Instrument approach is if next waypoint / current track is coherent
prescribed & Wx at ETA ± 2h: ● Wind above boundary layer (2-3000 ft)
Cloud base ≥ 1000 ft above minima compared to wind at surface
VIS ≥ 5,5 km or ≥ 4 km above minima Mnemonics: left hand, thumb up
● Minima - Destination alternate ○ Wind direction: +30°
○ CAT - Destination alternate minima ○ Strength: x2
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■ Depending on desired APP type: ● TAS = IAS + 1% per 600 ft of altitude
APV LPV > NPA or CAT I * ± 1% per 5° ∆ISA (+ if warmer, -
CAT II & III > CAT I colder)
CAT I > NPA ● Basic factor (BF)
NPA > NPA +200ft +1000m ○ Gives time to fly 1 NM
Circling > Circling ○ BF = 60 / GS (min)
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* “depending on the DH/MDH” ● Inverse of Basic factor (1/BF)

○ NCO - Destination alternate minima ○ Gives distance flown in 1 min
Wx at ETA ≥ minima ○ GS / 60 (NM)
○ Tip: possible to take “LOC+DME” or ● Typical values of BF and 1/BF
“LNAV” minima as NPA
TAS BF (min) BF (sec) 1/BF (NM)

90 kt 0,66 (⅔) 40 sec 1,5 NM

100 kt 0,6 36 sec 1,7 NM

120 kt 0,5 (½) 30 sec 2 NM

135 kt 0,44 26 sec 2,25 NM

150 kt 0,4 24 sec 2,5 NM

180 kt 0,3 20 sec 3 NM

 ● Wind effect: Variation
○ Depends on angle to the wind
● When the difference of radials is less than
○ TWD / HWD component
50°
■ <30°: 100%
When Inbound station
■ 45°: 75%
● Aim: join an axis while flying forward
■ 60°: 50%
● Start at least 10 NM from the targeted point
■ 75°: 25%
on the desired track
○ XWD component
● Method:
■ 15°: 25%
○ Select the desired CRS
■ 30°: 50%
○ Alter current track by 30° in the direction of
■ 45°: 75%
the desired track
■ >60°: 100%
○ When passing the next radial ± 10° (check
○ Max drift: 𝑊𝑖𝑛𝑑 𝑠𝑝𝑒𝑒𝑑 . 𝐵𝑎𝑠𝑖𝑐 𝑓𝑎𝑐𝑡𝑜𝑟
with the needle) : alter track by “closing”
○ Drift: 𝑋𝑊𝐷 𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡 . 𝐵𝑎𝑠𝑖𝑐 𝑓𝑎𝑐𝑡𝑜𝑟

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by 10°
○ Tips when wind not available
○ etc
■ Visualise the wind direction on HSI
○ Perform last turn to align on desired track
■ Calculate the drift with numbers above
● Tips:
or by visualising on the HSI
○ visualise: current position, desired track
(consider HSI radius = max drift, report
AF
the wind vector on the horizontal axis
and “read” the drift value)
and direction of first turn + direction of
following turns (opposite)
○ Calculate the anticipation of the last turn
depending on the interception angle
Corrections to maintain a track/radial (see “Turn anticipation below”)

● Conventional navaids
○ < 5° difference: alter current track by 5° Interception with 30° method
○ > 5° difference: alter current track by 10°
● When inbound a fix: ± 30° from current radial
● GPS in ENR mode
● When outbound fix: ± 30° from desired radial
○ 1 dot: alter current track by 10°
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○ 2 dots: alter current track by 20°
Interception under 90°
Interception of a new radial < 20° ● When difference of radials 30-60°
● Alter track to intercept the desired radial
● When the desired track is inbound
under 90°
○ If < 3 min: converge by 2 x ∆ (max 30°)
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● Anticipation : GS / 3D
○ If > 3 min: converge by 3 x ∆ (max 45°)
● Tip: when the desired CRS is set, it is easy to
● When the desired track is outbound
visualise the 90° interception track: facing the
Same except we apply alteration to the
desired radial. line with o o o o
● Tips:
○ To know the time: check FPL or calculate
Distance x Basic factor or 1 min = X NM).
○ Possible to use the 45° marks on EHSI to
easily visualise a 45° angle
DME Arc ● Corrections in a DME Arc
○ If too close to the station: maintain the
● Aim: maintain a given distance from a station
current track.
in order to intercept a given track
○ If too far from the station & station behind:
● General idea: instead of flying an arc of a
alter track by “closing” by 10° and wait for
circle, a DME arc consists of several “facets”
effect.
(more practical).
○ Wind correction: work with the track and
● Safety / margins :
use corrections above.
○ Protection guaranteed with ± 1 NM from
○ If strong wind, possible to anticipate a
published DME distance.
WCA. When inbound/outbound the navaid
○ Operational margin: 0,5 NM
used for the DME Arc, check HWD/TWD
○ Gap to work with 0,2 NM
component: it will become a XWD
● Method with VOR-DME
component on the first “facet” of the DME
○ visualise: the current position, the desired
Arc (it is therefore possible to “adjust” the

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track and the directions of first turn +
neutral position of the needle accordingly).
following turns + last turn
Example: work with +10/0° or 0°/-10°
○ Calculate the lead distance anticipation :
instead of +5°/-5°
GS/200 + 0,2 NM margin. Tells when to
start the first turn (+ DME Arc distance). Turn anticipations
AF
Tip: at 150 kts approx. 1 NM.
○ Confirm the direction of the first turn
○ Calculate the first track to intercept the
next radial ± 10° under 90°.
● Lead angle: difference of radial at which the
turn should be initiated
○ Interception under 30° : GS / 9D
○ Interception under 60° : GS / 6D (or 10 / T)
Tip: the first track is 80° from the current
○ Interception under 90° : GS / 3D (or 20 / T)
track if inbound, 100° if outbound.
● Possible to adjust anticipation according to
○ When approaching the lead distance:
the wind
set HDG bug and turn.
○ Tailwind: +50%
○ When established on the track, set the
○ Headwind: -50%
CRS on the exit course of the DME Arc
○ For 90°: tailwind 30/T, headwind 10/T
○ When the needle of the RMI is at 0°:
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● Tips:
check distance and, if needed apply
○ Read the angle on CDI (check value of 1
correction
dot depending on navaid)
○ When needle at -5° (+5/-5) method:
or by checking the needle (less precise
“close” HDG by 10°… etc
but more anticipation)
○ Perform last turn to align on desired track
○ Round up all the values (GS, Distance) to
(anticip. GS / 3D as we intercept under
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make easy calculations.

90°)
● Method with DME only:
○ Similar except:
Turn when distance >0,2 NM from nominal
distance
● Tips:
○ If the needle is pointing forward (upper
half of the EHSI): we are flying towards
the station -> distance will decrease
○ If the needle is pointing backwards (lower
half of the EHSI): we are flying away from
the station -> distance will increase
○ Distance flown during a DME Arc :
𝐷𝑖𝑓𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑟𝑎𝑑𝑖𝑎𝑙𝑠 𝑥 𝐷𝑀𝐸 𝐴𝑟𝑐 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒
60
Cockpit preparation & radio means ● NDB
○ Range: 25-150 NM (ENR) 10-25 NM
● Optical range calculation: (APP)
1, 23 . (𝑠𝑡𝑎𝑡𝑖𝑜𝑛 𝑒𝑙𝑒𝑣. + 𝑎𝑖𝑟𝑐𝑟𝑎𝑓𝑡 ℎ𝑒𝑖𝑔ℎ𝑡) ○ Accuracy: 5-10°
○ 190-1750 MHz (France: 280-450 MHz)
Radio communication ○ Passing overhead an NDB must be
● Radio communication confirmed by a 2nd navaid (ex: VOR radial)
○ Range: optical ○ Limitations: ADF not correct in turn, points
○ COM1: main frequencies (TWR, APP, …) towards thunderstorm, not very precise
○ COM2: secondary freq. (Ground, ATIS, …) > Do not follow blindly
● Radio communication failure: ● VOR
○ SID/STAR/APP: check charts ○ Range: optical
○ General procedure: ○ Accuracy: ± 2°
■ Squawk 7600 ○ VHF: 108 - 118 MHz

T
■ Continue flight as per FPL (filed or ● DME
amended by ATC) except if VMC & PIC ○ Range: optical
considers better alternative ○ Accuracy: ± 0,2 NM
■ Maintain last assigned FL / speed ○ Tips:
… for 20 min (7 min if under radar) after > When reading a DME distance, always
AF
reaching FL / setting 7600 / next CRP
… then as per filed FPL
■ Arrive at IAF at cruising altitude and
hold ● ILS
confirm correct frequency
> Possible to keep a DME distance even if
its frequency is not active (“Hold” mode)

… until ETA (actual TO time + flight ○ Localizer

time in FPL) or last expected app. time ■ Range: at least 25 NM
… then descend into the hold, carry out ■ Angle: ± 35° within 10 NM
instrument approach procedure and ○ Glide slope.
land ■ Range: at least 10 NM
○ VHF: 108 - 112 MHz
Radio navigation aids
R
● Configuration of navaids
○ General rule to select a navaid:
1. Insert frequency
2. Identification (when in range: letters)
3. Select an arrow to display it on the RMI
D

and/or CDI (+ associated CRS)

○ NAV1: main navaids used for the flight
○ NAV2: initially confirmation of NAV1 then
next navaid used for the flight
○ At a turning point: change VOR and/or
CRS 30 sec before point / station.
○ Example with VORs:
NAV 1:
Active: current navaid + CDI on VOR 1
STBY: next VOR used during flight
NAV2:
Active: initially same as NAV 1 (with
needle to confirm) then next VOR
STBY: current navaid in backup.
Use of CDI ● Always announce active modes, especially
when changing > include FMA in visual
● Select desired mode: GPS, NAV 1, NAV 2
circuit
NAV frequencies: VOR or ILS (localizer)
● Climb with AP:
● Use of CDI to follow a VOR radial
○ Set Altitude bug
○ Set CRS in the direction you want to fly
○ “FLC”/”IAS” then “Nose up”: 100 kts
○ On a radial outbound: CRS = radial
○ Adapt power + rudder
(called “QDR” before)
● Cruise mode: “HDG” or “NAV”
○ On a radial inbound: CRS = opposite of
○ HDG mode: check HDG bug centered
the radial (called “QDM” before)
before activation.
● Use of CDI in LOC mode (ILS):
○ NAV mode:
○ Confirm CRS is correct
■ Using source selected on “CDI”
○ Caution: when GPS out of service, the ILS
■ ≤ 1 dot: NAV mode activates and
CRS will not be selected automatically
captures track

T
● Use of CDI to work with ADF:
■ > 1 dot: HDG mode to reach ≤ 1 dot,
Set “fake” NAV frequency: 110.0. It helps to
(NAV mode in standbye)
materialize a CRS.
■ Tips:
● CDI full-scale deviation (2 dots)
> Caution when changing CDI in NAV
○ VOR: 10°
mode! Switch to HDG mode before.
○ ILS LOC: 2,5°
ILS GS: 0,7°
AF
○ GPS (G1000) - Sensibility & RAIM alert
■ ENR: ± 2 NM (± 5 NM if no SBAS)
● Descent:
> In SIMULATOR only: if GPS is current
NAV mode, it will disconnect and switch
to ROL mode after a RAIM check

■ TERM (<30 NM from AD): ± 1 NM

○ VS:
■ APP: from ± 1 NM to ± 0,1 NM
■ Select Altitude bug
■ DEP/MAPR: from ± 0,3 NM to 1 NM
■ “VS” then “Nose down”: desired vertical
speed
Autopilot - Use & limitations ■ If change from FL to altitude: set “Std
baro” after descent has started.
● Check before taxi
R
○ VNV:
○ HDG bug centered
■ XXX
○ “FD”, “HDG”, “AP”
● APP mode:
○ Check: turn HDG bug left / right
○ RNP: when cleared for approach.
○ Check: “nose up” / “nose down”
○ ILS: when on the LOC and ± 10 NM (glide)
● SR20 range of use:
Before: use NAV mode.
○ Speed range: 80-185 kts
D

○ Check final mode before passing

○ TO: 400 ft
FAF/FAP.
○ ENR: 1000 ft
○ APP (IAS, VS, PIT, ALT): 400 ft or MDA
○ APP (GP, GS): 200 ft
● DA42 range of use:
○ Speed range: 90-180 kts
○ TO: 200 ft
○ ENR: 800 ft
○ APP (mode not specified): 200 ft
● Activation:
○ HDG bug centered
○ Activate “FD”
○ Select desired lateral / vertical modes
○ Follow FD command bars
○ Activate “AP”
From startup to take-off ● Safety briefing:
○ Describe trajectory from position to line up
Before start ○ Type of take-off
○ Speeds: rotation, initial climb, after IFR
● Before start procedure / checklist
TOSA:
● Get ATIS / departure information with
■ DA42: 76, 85, 100 kts
COM 2 (to check if working)
■ SR20: 65, 77, 85, 100 kts
● “Request startup”
○ In case of failure before rotation, minor
failure after take-off, major failure below
After start CAPS altitude / above CAPS altitude
○ Tips:
● Cockpit preparation
■ Adapt briefing according to VMC / IMC
○ Configure FPL
■ VMC: brief direction and altitude of VFR
○ Select NAV frequencies + ADF frequency,
circuit pattern

T
CDI, bearing pointers, DME distance
○ Select COM frequencies
○ Select QNH
○ Select “Minima” Take-off
IFR Tosa = AD elev + 1500 ft
● DA42 standard IFR Take-off

● Departure briefing:
AF
○ Set Altitude bug to MSA
○ Set HDG bug to runway QFU

○ Use AD map to brief taxi to holding point

(full power, flaps up)
○ Power: 70% on brakes
○ Set timer & release brakes
○ Power 100%
○ Describe type of TO. Examples:
○ Checks: “power available” (2250-2300
DA42 “Standard TO, full power flaps UP”
RPM), “airspeed alive” (x2), “no warning”
SR20 “Standard TO, full power flaps 50”
○ “60 kts” “continue”
“Short field TO, full power on brakes flaps
○ 76 kts “rotate”. Pitch +7°
APP/50”
○ “Positive climb” (check VSI): brakes then
DA42: “Standard TO, full power flaps UP”
“Gear UP”. Pitch +12°
○ Use SID map to brief departure trajectory,
R
○ Initial climb 85 kts
altitude constraints
(max AoB 10° as 1,2 Vs)
○ Brief used navaids and configuration
○ At IFR TOSA (AD elev + 1500 ft)
○ Radio failure (check “GEN” section)
■ Pitch +10°
○ TEM. Questions?
■ Power reduction: 91% (max cont. load)
■ Pumps OFF
D

At holding point ■ Acceleration to 100 kts

■ FPL page on MFD
● Inform ATC: “3 minutes before departure”
■ (Activate AP)
Inform AFIS: “5 minutes before departure”
○ After TO checklist
(time to call ATC to get the clearance)
○ Passing 3000 ft or contact with Approach:
● Before start procedure / checklist
landing lights OFF.
● Copy IFR clearance and read back
○ When at cruise altitude and speed
● Manage IFR clearance in the order
approaching 120 kts: power 70%
○ Check SID in FPL: “set”
○ Check/adjust altitude bug: “set”
○ Check/adjust QNH: “set 1 time, 2 times”
○ Enter squawk code: “set”
○ Check/adjust next frequency: “set”
● Amendments to departure briefing
● SR20 standard IFR Take-off Departure
(full power, flaps 50)
○ Power: 2000 RPM on brakes SID - Standard instrument departure
○ Set timer & release brakes
● Select according to: direction of the flight,
○ Power 100%
obstacle clearance requirements, navigation
○ Checks: “power available” (2650-2700
capabilities, …
RPM), “airspeed alive” (x2), “no warning”
● Minimum slope:
○ “50 kts” “continue”
○ ATC slope: 3,3% or higher if published
○ 65 kts: “rotate”. Short acceleration then
○ Obstacle slope: published (or consider
pitch +10°
ATC slope)
○ Initial climb 77 kts (0° AoB as 1,1 Vs)
● Climb gradient:
○ At CAPS altitude:
○ SR20 ≈ 7%
■ Pitch +5°
○ DA42 (2 engines) ≈ 14%
■ Flaps UP (speed check > 83 kts)
0,77 x 14% ≈ 10,5% required to assumed

T
■ Pitch +10°
engine failure height
■ Speed: 85 kts
● Name of the SID: last point of the trajectory
(max AoB 10° as 1,2 Vs)
● Can be either conventional or RNAV.
○ At IFR TOSA (AD elev + 1500 ft)
If RNAV: possible to do with GPS overlay.
■ Pitch +7°
■ Speed: 100 kts
■ Pump OFF
■ FPL page on MFD
○ After TO checklist
AF ● Contains published tracks, radial
interception, altitude constraints, support
navaids, …
● Track can be described in two parts:
“Initial climb” + rest of the routeing
Tip: “altimeter set & compared” > If main
altimeter at 1013: calculate expected Omnidirectional departure
difference (QNH-1013 x 30 ft) and check
● Type A: specified route until specified altitude
○ Passing 3000 ft or contact with APP:
Type B: specified route to a fix
landing lights OFF.
● Check “GEN” section and determine
○ When at cruise altitude and speed
conditions, altitude/position of the first turn,
R
approaching 120 kts:
…
■ Cruise power (DA42 70%, SR20 75%)
● “Multidirectional”: when a departure area is
■ Compare altimeters
prohibited
■ Cruise checklist
● Minimum climb path 3,3% except if otherwise
○ ETA next WPT
specified
D
IFR navigation ● At each WPT: TRAIRE
○ Top: reset Timer
Generalities ○ Route: take new track and confirm
○ Altitude: change / confirm altitude
● Determine & brief main mean of navigation:
○ Index: time at WPT, next estimate + Fuel
GPS or Conventional
○ Radio: prepare next radio / navaid freq
● GPS (magenta)
○ Engine: check engine
○ If CDI in GPS and AP in NAV mode, the
● When given a “direct”, update the flight log:
aircraft will automatically follow the track
cross-out the “skipped” WPTs, updated info
loaded in the FPL & anticipate the turns.
in the “direct to” WPT
● Conventional (green)
● When in icing conditions: regular “ice check”
○ If CDI in VOR mode (+ CRS set) and AP
● On a regular basis during the flight or if any
in NAV mode, the aircraft will follow the
change (new level, direct routing, change of
radial set in the CRS (ROL if loss of
procedure): update ETA, playtime, POD, …
signal).

T
Track changes will need to be anticipated
by the pilot. ATC
● Fly-by technique
● Identify enroute expected frequencies/areas
○ Anticipate turn without passing overheads
● When ATC requests “report reaching”
turning point
○ Beginning of turn:
AF
■ VOR: entering cone of confusion
■ Intersection: GS/200
○ Altitude: when within ± 1000 ft before
○ WPT: when within 2 minutes before
● When “radar vectored” or “direct to a WPT
not in the FPL”, ATC becomes also
■ RNAV: when “turn now”
responsible for the collision avoidance with
○ If flying conventional & under AP with
the ground BUT check if > safety altitude or
■ Switch from NAV to HDG mode
radar altitude
■ Prepare navaid + CRS used for next
● 2 minutes before TOD, inform ATC:
segment
“Ready to descend”
■ Perform the turn towards new segment
■ Switch back to NAV mode. If too far
R
from the desired track, use HDG mode In-flight fuel management.
to capture it
● Fly-over technique ● In-flight fuel checks to compare, check and
○ When mandatory to fly overheads a calculate expected fuel at destination
waypoint ● Expected fuel at destination:
○ Wait for the needle to point backwards ○ Normally > ALT + FR
D

or the passage from TO to FROM (or FR if no alternate required)

○ Correct overshoot (by 10-30°) ○ If < required, the PIC can decide to
continue to DEST by consuming ALT fuel
● “MINIMUM FUEL”: when any change to
Methodology clearance could cause landing with fuel < FR
Does not give priority
● At first point of the navigation:
● “MAYDAY MAYDAY MAYDAY FUEL: when
○ Calculate ETA & Fuel (playtime) at IAF
expected landing < FR
○ Confirm / update POD, ROD & TOD with
assigned FL and actual QNH.
See “Arrival - Preparation” for more details
○ Calculate Time to take Wx at Destination
(TOD - 15’)
● 2’ before each WPT, brief:
Direction of next turn, next track, next HDG
Arrival ● Cockpit preparation
○ Check / update STAR and APP in FPL
Generalities ○ NAV frequencies (/ stby APP for RNP),
CDI, bearing pointers, CRS, DME distance
● Arrival: connection between “En-route” phase
○ COM frequencies
and IAF.
○ RNP:
● Two types:
> FPL: check channel & key + sequence
○ STAR:
> GPS Status: check GPS solution
■ Specified track depending on sector of
& RAIM (if receiver with no SBAS)
arrival
● Study of aerodrome conditions
■ Named after first point of the STAR
○ Landing distance
■ Min. flight altitude: obstacle clearance
■ DA42
of 1000 ft within corridor ± 5 NM
HWD: -10% per 13 kt of HWD
centred on nominal track (can be <
TWD: +10% per 2 kt of TWD
MSA)

T
Max TWD: 10 kts
○ Omnidirectional:
Dry Grass: +20% of ground roll
■ No published route
Wet Grass: +60% of ground roll
■ Safety altitude: MSA
Upslope: -9% per 1°
■ Begins 25 NM from IAF
Downslope: +27% per 1°
Preparation
AF
● Obtain arrival information (ATIS, radio)
○ 15 minutes before POD
■ SR20
HWD: -10% per 14 kt of HWD
TWD: +10% per 3 kt of TWD
Max TWD: 10 kts
○ Request to leave APP freq. a few minutes
Wet RWY: +15%
○ Take arrival/Wx information (DEST +
Dry Grass 5 cm: +10% of ground roll
ALTN). If ATC/AFIS: say ETA at IAF.
(5-10 cm: +15%, >10 cm: +25%)
○ When back on APP, if ATIS confirm letter
Wet or soft Grass: +10% of ground roll
and say intentions (expected APP, full stop
Downslope: +9% per 1°
or not, …)
○ Braking coefficient according to RWY
○ Brief: AD usable, conditions
R
condition
○ Set standby altimeter to QNH at DEST
■ 6: standard (RWY dry)
● Descent calculation
■ 5: good
○ Aim: calculate the descent according to
■ 4: medium to good
altitude constraints + no need to descent
■ 3: medium
too early
■ 2: poor to medium
○ Standard 3° or 2°
D

■ 1: poor
○ POD = ΔAltitude (hundreds) / slope (°)
■ 0: nil
Tip: to calculate easily ΔAltitude, use
○ Effect on landing minima of temporarily
standby altimeter set with QNH at DEST
failed or downgraded ground equipment
○ ROD:
■ Mandatory to take into account if
■ 3° slope: GS/2 x 10.
reported before passing 1000 ft AGL
Tips:
(if after: at PIC’s discretion)
> Almost always possible with SR20
■ Effects (without LVO approval):
> Max GS: 160 kts (to be < 800 ft/min)
(if no effect: not reported in table below)
■ 2° slope: GS/3 x 10
■ Consider following table:
Tip: (If GS = 180 kts, ROD = 600 ft/min)
■ GS: consider increase of speed during
descent, wind, expected turbulences
(< VNO: 151 kt DA42, 163 kt SR20)
○ TOD = Δ Altitude / desired ROD
○ 2° > 200 ft per NM | 3° > 300 ft per NM
 Equipment CAT I APV & NPA Arrival briefing & actions
Outer Marker Must be replaced Only if OM is FAF
● Arrival briefing
by a height check of NPA and no ○ Destination AD:
at 1000 ft other way to ■ Accessible? If no: new plan of actions
identify it: APP
not allowed ■ Current conditions (RWY in use and
state, wind, ceiling,...)
Middle Marker - No effect except if ○ Current position
MM is FAF
○ Type of descent and POD
Approach Lights Minima of NALS ○ Name of requested APP & Runway
(No Approach Lighting System)
○ Version of the file
APP Lights Minima of BALS ○ Means used for the approach
except last 210 m (Basic ALS) ○ THR / AD elevation
APP Lights Minima of IALS ○ MSA

T
except last 420 m (Intermediate ALS) ○ IAF: name, ETA, trajectory after IAF
○ FAF/P and approach altitude
Edge lights, THR Day: -
lights and RWY Night: APP not allowed ○ Descent slope: standard/non-standard,
end lights announce descent rate according to
expected Ground Speed
Centerline lights
or
Touchdown zone
lights
AF
Min. RVR: 750 m
Except if F/D,
HUDLS or
Autoland: no
effect
No effect ○ Minima
○ Missed Approach procedure and altitude
○ RNP: extraction procedure
○ Radio failure (check “GEN” section)
○ TEM
CAT I: RVR according to DH ○ Questions?
DH FALS IALS BALS NALS

200 ft 500 m 600 m 700 m ● SR20: select fullest tank

201-250 ft 550 m 650 m 750 m 1000 m ● Checklist “APPROACH”
● Tip: really important to confirm altimeter set
R
251-300 ft 600 m 700 m 800 m to QNH.
>301 ft 750 m 800 m 900 m
Minimum altitudes
● MSA:
○ 1000 ft obstacle clearance in a radius of
25 NM around a fix
D

○ Possible to have sub-divisions depending

on radial and distance
○ Does not guarantee reception of navaids
● TAA: Terminal Arrival Altitude
○ For RNAV arrivals in T or Y
○ Also 1000 ft / 25 NM in each sector of
entry via a specific IAF (T or Y shape)
○ Allows direct entry if angle <110°
○ Protection: 1000 ft within 5 NM each side
of the track.
Holding patterns ○ Limiting radial
■ Last radial to initiate the turn towards
● Definition of a holding pattern
the inbound track
○ A fix (often the IAF)
■ If needed, follow this radial outwards
○ An inbound track (towards the fix)
and turn after reaching desired time
○ Turn direction (standard: right)
■ Limiting radial = Inbound radial ± 40/T
○ Outbound timing T
○ Leading radial
(1’ < 14000 ft, 1,5’ if >14000 ft)
■ Radial at which we should be at 90°
● EAT
from the inbound track
○ Must be given by ATC if delay >10 min
■ If needed, wait for this radial to continue
○ Revised ETA if varies >5 min
the turn towards the inbound track
● Protection volume
■ Leading radial = Inbound radial ± 20/T
○ Range of altitude: published.
○ Tip: visualise limiting and leading radials
Minimum altitude: 1000 ft clearance.
on the EHSI at 20° and 40° from CRS

T
○ Max speed: <14000 ft 170 kt for cat A, B.
● Types of entry
230 kt for other cat. Unless specified.
○ Protected area:
■ Primary area: exact dimensions
generally not known (1000/2000 ft
OCH)
AF
■ Buffer area: 5 NM around
● Method - Approaching the fix
○ Reduce speed (Power 45% on DA42, 60%
on SR20)
○ Flexibility between sectors: ± 5°
○ Select inbound CRS
○ Parallel entry
(if fix is a NDB: use “fake” VOR 110.0)
○ Teardrop/offset entry
○ Set “Holding at waypoint” on FPL.
○ Direct entry.
If option not available: “Direct to” and
○ Tip: to identify / confirm entry type:
initially select “Hold” instead of “Activate”
1. Take a track towards the fix
○ Prepare timer
R
2. When track established, visualise the
○ Tip: Visualise HP on EHSI (the plane
following diagrams
symbol being the fix).
3. Check in which area the CRS pointer’s
head is (in grey below) and “read” the
entry method.
D

HP with RIGHT TURNS HP with LEFT TURNS

● Limiting / leading radials

○ Usable when the fix is a navaid
● Method - Parallel entry ■ Continue on perpendicular track for
20 sec (correct HWD: 1” per 1 kt)
■ Turn on outbound track
■ When wings level, start timer: 40 sec
■ Correct for wind effect
■ Turn, correct wind effect, continue turn
■ Align on inbound track
○ When passing over the fix, take outbound
track (opposite of published inbound track) ● Method - Holding pattern
○ Start timer when wings level ○ Pass over the fix, wait for bearing pointer
○ Correct for wind effect to point behind, start timer, wait 5 sec
○ Turn, correct wind effect, continue turn ○ Turn, correct wind effect, continue turn
and take a track to intercept the inbound ○ Reset timer
track under 40° (parallel to limiting radial) ○ When passing abeam the fix (bearing

T
OR direct to fix. pointer at 90°): start timer
○ Align on the inbound track ○ Correct for wind effect
○ After time / on limiting radial:
● Method - Teadrop/offset entry Turn, correct wind effect, confirm leading
radial, continue turn
AF ○ Align on inbound track
○ Repeat

● Wind corrections
○ In holding pattern but also during entries
○ XWD: with diamond / TRK
○ When passing over the fix, follow the ○ HWD/TWD on outbound leg of HP
limiting radial (MUP: 30° not 40/T ?XXX) + outbound leg of parallel/teardrop entries
○ Start timer when wings level ■ Time correction in sec:
○ Correct for wind effect HWD/TWD kts x 1,5 (x time in min)
R
○ Turn, correct wind effect, continue turn ■ Add if HWD, subtract if TWD
○ Align on the inbound track ○ HWD/TWD in turns
■ In turns of HP + turns of parallel /
● Method - Direct entry teardrop entries
○ Enter directly into the hold (see holding ■ Stop turn after 90° and analyse wind
method below). ■ If TWD: nothing to do, continue turn
D

■ No drawing on purpose. ■ If HWD: wait for 1” per 1 kt of HWD

■ Tip: if risk of being too “inside” after the before resuming turn
first turn, fly a perpendicular track of 20” ■ Tip: analyse wind before the turn to
to “reconstruct” the HP and carefully know if necessary to stop at 90°
check the limiting radial
○ French entry (special case of direct entry) ● Exiting a holding pattern:
○ After number of turns specified by ATC
or
At ETA specified by ATC: adjust trajectory
inside the volume to pass the fix on time.
○ If using GPS, don’t forget to click on
“SUSP” on the last inbound leg.
■ When approaching the fix under 90°
from outside of the holding pattern
■ Start timer when passing the fix
Approach Initial approach segment with course
reversal
Commencement of the approach
Course reversals are used during the “Approach”
● Commencement of approach procedure
when, after overflying a navaid (usually the IAF), it
○ At IAF except if radar vectored
is required to follow a specified track followed by a
○ Need to be cleared for the approach
turn to come back on the final axis track.
before reaching the IAF
○ Note clearance on LDG datacard: Course reversal with a base turn
Time and Type of approach
● RVR / converted VIS requirements
○ Conversion of VIS in RVR. Conditions:
■ No RVR is provided
■ Not for take-off or circling
■ Resulting RVR must be > 800 m

T
○ Conversion coefficients: RVR x coeff
■ HI APP lights: x1,5 by day x2 by night
■ Other lights: x1 by day x1,5 by night
■ No lights: x1 by day n/a by night ● Defined by:
○ A fix
AF
○ Start of APP: RVR/VIS can be disregarded
○ 1000 ft windows*: RVR/VIS > minima
(* or when beginning the final app
segment if MDA > 1000 ft, or at OM)
○ An outbound leg + an inbound leg
○ A time, a distance, a radial or another fix
to determine the end of the outbound leg
○ Below 1000 ft: if RVR/VIS deteriorates ● Method:
below minima, possible to continue APP ○ Determine how to enter via the protected
down to minima area: ± 30° of the outbound track
● Direct entry requirements + area to include the extension of the
○ Conventional: inbound track.
■ Course reversal with procedure/base A holding pattern can exist around the fix
turn: arrival track < 30° of outbound leg to facilitate the entry
R
(ext. to include opposite of inbound leg) ○ Select outbound CRS
■ Radar vectoring to FAF/P possible ○ When passing the fix, start timer and take
○ RNP: outbound track
■ Arrival track ± 110° of axis IAF > IF ○ NPA only: on outbound track > flaps +
■ Radar vectoring after IAF: gear
Possible to accept radar vectoring ○ At the end of the outbound track: select
D

to IF or 2 NM before FAF/P inbound CRS

but not to FAF/P ○ Turn and intercept inbound leg (30° if 2D
● RNP mode display APP with FAF*, 45° if 3D APP)
○ SBAS receiver: integrity check and display *(if not, see “NPA not in CDFA”)
of mode 60 sec before FAF/P ● Wind correction:
○ Non-SBAS receiver: 2 NM before FAP/P ○ Outbound leg :
● “5 pillars” of an RNP APP (NOT official) ■ XWD: diamond / TRK / WCA
1. Check Chanel & Key (for LPV only) ■ HWD/TWD: only if leg defined by time.
2. Check Sequence Time correction in seconds:
3. Check GPS Status - SBAS & RAIM HWD/TWD kts x outbound time in
4. Briefing & Extraction procedure min
5. Check change to approach mode ○ Turn: stop at 90° and +1” per 1 kt of HWD
(LPV, LNAV/VNAV, LNAV) (or wait for lead angle)
● No beginning of descent if out of windows: ○ Inbound leg: XWD: diamond / TRK / WCA
Locator: ± 10°, VOR: ± 5°, ILS: localizer alive
Course reversal with a procedure turn Course reversal with a racetrack
● Defined by:
○ A fix
○ An outbound leg
○ A time, a distance, a radial or another fix
to determine the opening point
○ An opening leg
○ An inbound leg ● Defined by:
● Method for 45/180 type ○ A fix
○ An outbound track + an inbound track
○ A time, a distance, a radial or another fix
to determine the end of the outbound leg
○ An altitude
● Entries :

T
○ Via holding pattern over the same fix
Descend at MHA.
○ Determine how to enter via the protected ○ Omnidirectional entry possible (same
area: ± 30° of the inbound leg methods as holding pattern) only if:
■ Altitude of racetrack and MHA are the

○ Select initial CRS

AF
A holding pattern can exist around the fix
to facilitate the entry

○ Use timer / DME distance / fix to start turn

same + inbound courses are identical
OR
■ Altitude of racetrack > MSA
○ Turn by opening track of 45° ● Method:
○ NPA only: on outbound track > flaps + ○ Same as a holding pattern
gear ○ When passing abeam the fix, start timer
○ Wait time depending on the category: ● Wind correction:
Cat A,B: 1’ | Cat C, D, E: 1’15” ○ Outbound leg :
Time correct.: ± 1” per 1 kt of H/TWD ■ XWD: diamond / TRK / WCA
○ Select inbound CRS and turn 180° ■ HWD/TWD: only if leg defined by time.
R
○ Intercept inbound track Time correction in seconds:
● Method for 80/260 type (Outbound time + 1) / 2 x H/TWD kts
This method is becoming rare due to poor ○ Turn: stop at 90° and +1” per 1 kt of HWD
wind protection (only bank angle in turn…) (or wait for lead angle)
○ Inbound leg: XWD: diamond / TRK / WCA
D

○ Determine how to enter via the protected

area: ± 30° of the outbound track
A holding pattern can exist around the fix
to facilitate the entry
○ Select inbound CRS
○ Use timer / DME distance / fix to start turn
○ Turn by opening of 80°
○ As soon as wing levels, turn in the
opposite direction by 260°
○ Intercept inbound track
Final approach segment - Generalities ○ Lights of Runway or FATO (Final
Approach and take-off area)
● Approach speed
○ Other if specified in OM
○ Standard: 90 kts
■ Power ≈ 20% SR20, ≈ 30% DA42
○ High-speed approach: 150-160 kts
■ Requirement: 3D APP Failures during the approach
■ Power ≈ 85% SR20, XXX% DA42 ● Use ACDI method & complement with QRH if
■ Speed reduction needed
> 4 NM if VMC, 6 NM if IMC ○ Analyse: confirm failure (check frequency,
(to give enough time to Stabilise + LDG volume, back-up systems, circuit breakers,
checklist before Stabilisation window) other navaids, other instruments,...)
> Power to IDLE (even if alarm DA42) ○ Consequences: safety, mission, PAX,
> DA42: gear down organisation / method of work, need to use

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> Flaps 50/APP when speed allows contingency plan, … Check with QRH
■ Tips: ○ Decision: plan of actions
> Remain below Vno if turbulences ○ Inform: crew, PAX, ATC, …
> Counteract effects of configuration ● RNP:
changes (slope, attitude, …) ○ Check GPS mode before FAP:
● Stabilisation windows
○ Altitude:
■ IFR IMC: 1000 ft
■ IFR VMC: 500 ft
AF > LPV amber: prepare LNAV minima
(If becomes LNAV: nothing to do. If
becomes LNAV/VNAV update minima)
> Remaining on TERM: abort approach
■ VFR: 300 ft ○ GPS LOI or downgrade: extraction
■ NPA, Circling, VPT: always 1000 ft procedure (to brief). Check Fred XXX
■ NPA without distance information: no > If long before FAF/P of a conventional
Stabilisation window. APP with same axis: ask ATC and switch
○ Callouts at Stabilisation window > If after FAF/P, VMC: continue visual
“Stabilised”: vertical / lateral / speed > If after FAF/P, IMC: climb RWY axis to
“Configured”: flaps, landing gear
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MSA and request radar vectoring to IAF of
“Landing checklist complete” a conventional APP.
> “Continue” or “Go Around” ○ Phraseology: inform ATC when failure:
● Corrections “Unable RNP approach due to GPS LOI /
○ Above Stabilisation window: loss of RAIM / …”
■ HDG: ± 4° ● ILS:
■ Pitch: ± 1° ⇔ ± 100 ft/min
D

○ Glide failure: switch to LOC + DME

○ Below Stabilisation window: minima if such procedure is published (not
■ HDG: ± 2° after descent has started ???? xxx check)
■ Pitch: ± 0,5° ⇔ ± 50 ft/min ○ Full ILS failure:
○ After correction applied: wait to see if the VMC: continue visual
situation improves IMC: missed approach procedure
Yes: maintain. No: increase correction. ● Communication failure: follow published
> Do not “chase” after the needles! procedure
● Continuation of approach at minima: at least
one of the visual references below is
distinctly visible and identifiable
○ Elements of approach lighting system
○ RWY threshold (or markings or lights)
○ Visual glideslope indicator (PAPI / VASI)
○ Touchdown zone (or markings or lights)
Direct approaches ● Method:
○ Stabilise in level flight at approach altitude
Definition (power 45% DA42, 60% SR20)
● Final track compared to RWY axis ○ 2 NM before FAF:
○ Cat A,B: <30° | Cat C,D,E: <15° - Speed reduction (power setting 30%
○ At 1 NM from THR: < 150 m lateral diff. DA42, 50% SR20) to get 100 kt
- Check Pumps ON
Non Precision Approaches (2D) - Check LAND light ON
● Definition: no vertical guidance ○ 1 NM before FAF:
Can be: VOR, NDB, LOC, (/DME), RNP in Flaps APP/50
LNAV,... ○ 0,1 NM before FAF:
● Determine ROD based on expected Ground Gear down
speed on final ○ At FAF: begin descent with calculated
● Interception of final approach axis under 30° ROD.

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if FAF* (if not, see “NPA not in CDFA”) ○ 200 ft below: “dong” of altitude bug
● CDFA - Set missed approach altitude
○ Continuous Descent Final Approach - Landing checklist (by memory)
○ No level flight segments at MDAs after ○ 0,5 NM before each NM: check on the
beginning the final approach descent chart at which altitude we should be and
○ Conditions:

a navaid)
AF
■ Defined FAF (by distance or overhead

■ Final app. track offset <15° (cat A,B)

memorize.
○ Each “round” NM: check altitude (“On
descent path”, “XX feet high”, “XX feet
low”)
or < 5° (cat C,D,E) and adjust ROD if needed.
■ Final approach segment > 3 NM ○ 4 NM: radio message if requested
■ If no distance information (monitoring ○ Stabilisation window:
by timing): final app. segment < 8 NM “Stabilised”, “Configured”, “Landing
○ Conversion of MDA into DA checklist complete” > “Continue”
■ Add 20 ft to MDA (Cat A) ○ If SDF: confirm distance before
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■ Not mandatory in certain conditions: descending below
- No obstacle in visual app. segment ○ 100 ft above minima: “Hundred above”
- Protection of MAPR conform to ICAO > Start looking outside
- MAPt at RWY threshold or after ○ Minima: “Continue” or “Go Around”

2D with fix as FAF (CDFA)

D

2D with Distance information (CDFA) ● Beginning of descent materialised by

● The descent slope will be checked with the overflying a navaid
table published in the approach procedure. ● Management of the descent by timing
For each NM -> an altitude. ● Method:
● Distance information: ○ Same as NPA in CDFA with Distance
○ Conventional: DME distance information except following.
○ RNP: GPS distance ○ Speed reduction & flaps APP/50: if after a
● Maximum allowed deviations: procedure/base turn, on the leg to
○ Axis: 5° VOR, 10° NDB, ½ ∆ LOC intercept final axis track
○ Altitude: max 300 ft deviation at each ○ Beginning of descent: when passing over
minute check the navaid
○ Corrections: ○ After 1, 2, … X min: altitude check
± 1° pitch <> ± 100 ft in 1 NM At X minute, compare actual altitude with
expected altitude =
𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 𝑏𝑒𝑓𝑜𝑟𝑒 𝑑𝑒𝑠𝑐𝑒𝑛𝑡 − 𝑋. 𝑅𝑂𝐷
2D not in CDFA ○ Check altitude VS time (with published
● Flight planning: table)
○ Determine altitude at IAF, altitude to reach ○ Stabilisation window: no stab. window
before base turn & timing of the outbound ○ 100 ft above minima: “Hundred above”
leg > Start looking outside and stabilising in
> Speed on outbound leg: 120 kt (1,45 Vs) level flight (power setting 50% DA42,
> If descent in two segments, calculate 60% SR20)
ROD after passing IAF to have a ○ Minima:
comfortable level flight before the turn - No descent below MDA!
○ Calculate distance flown during the - Wait at the latest until end of timing
outbound leg, then distance between end (same as outbound timing)
of procedure turn & RWY threshold - Visual references?
Tip: caution if navaid not at threshold! > Yes and still time to land: continue
○ Determine altitude to lose between descent & land

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procedure turn and threshold > If no (or too late): continue until MAPt
○ Time of descent = same as outbound leg and execute missed approach
○ Calculate ROD = altitude to lose / time of
descent
The aim is to intercept the MDA with

timing

● Method:
AF
enough margin before MAPT /end of

○ Stabilise in level flight at approach altitude

(power 45% DA42, 60% SR20)
○ After passing IAF: if course reversal,
follow methods described previously.
○ If by timing: don’t forget timer
○ Speed: 120 kt (1,45 Vs)
R
○ Descend to required altitude (if needed)
and stabilise in level flight
○ Before turn
- Check Pumps ON
- Check LAND light ON
- Set inbound CRS on CDI
D

○ During turn
■ Rate one turn
■ Speed reduction (power setting 30%
DA42, 50% SR20) to get 100 kt
■ Flaps APP/50
■ Calculate leading radial to finish the
turn
○ When exiting the turn (wings level)
- Confirm if in window (5° VOR, 10° NDB)
- Gear down
- Reset and start timer
- Begin descent with calculated ROD
○ 200 ft below: “dong” of altitude bug
- Set missed approach altitude
- Landing checklist (by memory)
Precision Approaches & APV (3D) Indirect approaches
● Definition: lateral + vertical guidance ● Definition: visual phase of an instrument
Can be: ILS, MLS, PAR, GLS, APV SBAS approach to bring an aircraft into position for
(LPV), APV BaroVnav (LNAV/VNAV) landing on a runway which is not suitably
● Determine ROD based on expected Ground located for a straight-in approach.
speed on final. ● Final track compared to RWY axis
● Interception of final approach axis under 45° ○ Cat A,B: >30° | Cat C,D,E: >15°
(ILS: intercept LOC before glide) ○ At 1 NM from THR: > 150 m lateral diff.
● Lateral & vertical maximum deviations ● Maintain runway environment in sight
○ ILS: angular only ● Caution: Ground speed during the instrument
■ Localizer: ± 2,5° approach procedure is usually higher than
■ Glideslope: ± 0,7° normal due to tailwind component (important
○ LPV: mix of linear and angular when determining the rate of descent).
■ Axis: ≈ ± 2° (from 2 NM before FAP)

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● Visibility:
■ Glideslope: initially ± 350 ft ○ Conversion of VIS in RVR: not possible
then ± ¼ of the nominal slope (so 0,75° ○ If VIS given by sector: use lowest VIS
for a standard 3° slope)
then ± 50 ft when approaching ground
■ Consequence: as the glide deviation
AF
becomes linear at the end of an LPV
approach, it is usually more stable than
an ILS.
Circling
● Circling or “Visual manoeuvering”
● Free movement inside a protected area
● Method: depending on aircraft category.
○ Stabilise in level flight at approach altitude ● Visual requirements: runway or surroundings
(power 45% DA42, 60% SR20) ● Protected area
○ When glide diamond moves: “Glide alive” ○ Considering: 20° bank angle & maximum
○ Glide at 2 dots: 25 kt of wind.
- Speed reduction (power setting 30% ○ Area: radius of 2,4 NM (cat A) centred on
DA42, 50% SR20) > 100 kt each threshold (joined by straight lines)
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- Check Pumps ON (B: 3,1 NM | C: 4,5 NM | D: 5,5 NM |
- Check LAND light ON E: 7,1 NM)
○ Glide at 1 dots: ○ Lowest OCH: 400 ft (cat A)
Flaps APP/50 (B: 500 ft | C: 600 ft | D: 700 ft | E: 800 ft)
○ GLide at 0,5 dot / 0,1 NM before FAP: ● Circling layout: depends on configuration
Gear down
D

○ At FAP: begin descent with calc. ROD

ILS: confirm correct glide with
distance/altitude.
○ 200 ft below: “dong” of altitude bug
- Set missed approach altitude
- Landing checklist (by memory)
○ 4 NM: radio message if requested
○ Stabilisation window (see above):
“Stabilised”, “Configured”, “Landing
checklist complete” > “Continue” ● Long term preparation: determine direction of
○ 100 ft above minima: “Hundred above” opening turn (some AD have prohibited area)
> Start looking outside
○ Minima: “Continue” or “Go Around”
● Arrival on aerodrome: VPT
○ With AFIS (& reserved for AC with radio) ● Visual manoeuvring using Prescribed Track
■ No priority over VFR traffic ● Follow specified tracks based on:
■ Integration within local traffic (in VMC) dead reckoning legs, visual landmarks or
■ If Wx conditions allow: stop descent not radials
below altitude of circuit pattern ● Visual requirements: ground
○ No AFIS ● Protected area
■ Obtain QNH before beginning APP ○ Divergence point: must be clearly
■ No priority over VFR traffic identified
■ Standard VFR integration (including ○ Considering: 25° bank angle
overheads above circuit pattern altitude ○ Area: corridor of ± 1400 m (cat A) each
then join beginning of downwind, …) side of the nominal track (B: 1500 m |
■ Close FPL before leaving APP freq. or C: 1800 m | D: 2100 m | E: 2600 m)
by phone after landing ○ Lowest OCH: 400 ft (cat A)

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○ ATC: standard method or follow (B: 500 ft | C: 600 ft | D: 700 ft | E: 800 ft)
instructions ● Minima: use minima published on VPT chart
● Method: (Tip: not necessarily the same as “circling”)
○ Perform published instrument approach ● Tracks may depend on aircraft category
down to circling minima (or higher if ● If dead reckoning (track & distance on chart):
AF
VMC, for example circuit pattern altitude)
○ Stabilise in level flight and target 100 kt
(1,45 Vs | Power 70% initially then less)
○ When visual references + certain to be in
calculate (before flight / APP), the associated
time for each leg (with expected GS)
● Arrival on aerodrome:
○ With AFIS (& reserved for AC with radio):
the protected volume, at the latest at IFR has priority over VFR traffic
MAPt: ○ No AFIS: no priority, same as circling
> Open track by 45° (when using opposite ○ ATC: standard method or follow
RWY approach) instructions
> Start timer ● Method: see “circling” method (above) and
○ After 30-60 seconds, join downwind leg adapt according to the published tracks.
R
○ Length of downwind leg defined by timing: ● If loss of visual reference during circling:
■ Start timing when passing RWY THR Follow MAP published with the VPT
■ 6” / 100 ft of height (+1” per 1 kt of or climb towards AD (best climb rate) & join
TWD) the published missed approach procedure
○ Turn in base, then final (use PAPI if
available) and land
D

○ Descent is managed visually when on the

slope
● Tip: the method above is just a guideline, it
needs to be adapted to reach the main
objectives > keep RWY in sight at all times,
avoid obstacles and land safely.
● If loss of visual reference during circling:
climb towards AD (best climb rate) & join the
published missed approach procedure
Missed approach Landing
● When: ● Configuration on final
○ Loss of stabilisation criteria below the ○ IFR: flaps APP/50
stabilisation window ○ Visual approach/VPT/Circling: LDG/Full
○ Requested by ATC ● Speed when passing below minima:
○ Runway not available / occupied > Adjust speed towards LDG speed (or VRef)
○ No visual reference at minima or MAPt (or ○ 85 kt with flaps 50/APP
too late to land safely) ○ 80 kt with flaps 100/Full
● Minimum climb path 2,5% except if otherwise ○ Adjust according to wind:
specified ■ Vref + Kve + 1/2 gust
● Method: ■ Kve depends on effective wind:
○ Pitch up 0 (<10 kts), 5 (10-20 kts), 10 (>20 kts)
○ Full power ■ Gust: value of gust - average wind

T
○ (Flaps Full > App or 100 > 50) ● Wind limitations:
Speed check: DA42 >82kt, SR20 >80 kt ○ SR20
○ (Gear up) ■ Max demonstrated Xwind: 20 kts
○ Flaps UP ■ Max tailwind: 10 kts
Speed check: DA42 >85kt, SR20 >83 kt (+10% of LDG/TO distance / 2 kts)
○ Radio com
○ CAPS altitude
AF
○ IFR Tosa and associated actions
○ When at the end of the MAP procedure,
○ DA42
■ Max demonstrated Xwind:
Flaps UP: 25 kts
Flaps APP: 20 kts
set a new APP in FPL Icing conditions: 20 kts
● Trajectory: follow published trajectory ■ Max tailwind: 10 kts
○ If turn at a specified point: do not turn (+10% of LDG/TO distance / 3 kts)
before or after
○ If turn at a specified altitude: do not turn
below or above
● During the procedure:
R
○ Use AP if available (high workload)
○ Speed: usually holding speed / power
○ New plan of actions
○ Communicate: ATC, PAX
○ New cockpit preparation if needed
○ Adapted briefing
D

● Tips:
○ Be mentally prepared for executing the
missed approach procedure (long term
preparation on the ground + short term
preparation during briefing)
○ When briefing, visualise and memorise the
MAP procedure.
○ On final, keep in mind the first track,
altitude constraint and direction of first
turn.
○ Communication: only when AC configured
& stable, and correct trajectory established