Acronyms? I love acronyms- as you will soon see.
You asked for it! So here's My IFR manifesto.
Enjoy~
*Aircraft Airworthiness*
Annual Inspection current
Airworthiness Directives current/complied with
100 hour inspection current
Transponder checked within 24 calendar months
ELT checked within 12 months (battery replaced if used for 1 cumulative hour)
VOR checked within 30 days
Altimeter & Pitot-Static System checked within 24 calendar months
*Required Equipment: VFR Day* (TOMATOFLAMES is too confusing for me, my "unprofessional" acronym is a logical order with similar items grouped together)
Airspeed Indicator
Tachometer
Altimeter
Compass
Fuel Gauge
Oil Temperature Gauge
Oil Pressure Gauge
Temperature Gauge (liquid cooled engines)
Safety Belts and shoulder harnesses
Manifold Pressure Gauge (aircraft with variable pitch prop)
ELT
Landing Gear Position Indicator (if applicable)
Anti-Collision Light
*Required Equipment: VFR Night*
Fuses: If aircraft is not equipped with Circuit Breakers – 3 fuses of each value
Landing Light (if operated for hire)
Alternator/Generator
Position Lights
(Why not "FLAPS"? "A" is for Alternator instead of Anti-collision light (which is included in VFR day requirements now. "S" was for "source", but I'm using Alternator instead. Clear as mud?)
*IFR Required Equipment* (I made up this acronym too because I don't like GRABCARDD)
Directional Gyro
Attitude Indicator
Turn Coordinator (combines "B" and "R" of GRABCARDD)
Altimeter – sensitive with Kohlsman window
Clock – digital or with sweeping second hand
Alternator/Generator
Radios – 2 way
DME above FL 240
IFR Fuel Requirements [91.167]
Enough fuel (considering weather conditions and forecasts) to fly to your destination and fly after that for 45 minutes at normal cruising speed PLUS enough fuel to fly from that airport (including its missed approach procedure) to the alternate airport, if required.
*1-2-3 Rule: An Alternate Airport is Required Unless the destination airport has an IAP AND:
1 hour before to 1 hour after the ETA there will be at least:
2,000’ Ceiling
3 SM Visibility
STANDARD (check the plate) Alternate Airport Weather Minimums: Minimums for *FILING* an Alternate [91.169(c)]
Weather reports and forecasts must indicate that, at the ETA at the alternate, the ceiling and visibility will be at least:
Precision Approach: Ceiling 600’, Visibility 2 SM
Non-precision Approach: Ceiling 800’, Visibility 2 SM
No IAP at alternate airport: Ceiling and visibility allowing descent from MEA, approach and landing under VFR.
*VOR Equipment Checks [91.171]*
VOR receivers must be verified accurate within the last 30 days for IFR flying.
VOT transmits 360° Radial, just like the arrow on the chart- 360 From: Test Tolerance: 4°
Dual VOR test: Test Tolerance: 4°
All Airborne Tests: Test Tolerance: 6°
*ATC Clearances*
Get clearance from Clearance Delivery (if provided at the airport) or from Ground (if provided) or Tower.
At uncontrolled airports you must contact the FSS to get clearance.
If there is no radio reception call 1-800-WX-BRIEF. Expect to be given a clearance void time, example: “ If not off in 15 minutes (or stated as a zulu time), contact ATC (or FSS) with intentions”. If you do not depart before your clearance void time, your clearance into the IFR system (IMC) is void. If you do not contact ATC with your intentions within 30 minutes of your clearance void time, search and rescue will be contacted.
*Clearance Format*
Clearance Limit
Route
Altitude
Frequency
Transponder Code
*Takeoff Minimums* (not required for part 91 or suicidal pilots)
It is smart to consider the minimums for the ILS approach (at least) to be your personal takeoff minimums so that you can return to land in case of emergency.
Check the backside of the first Jeppesen plate for the airport (may be an approach or an airport diagram) to see if there are Takeoff Minimums or an Obstacle Departure Procedure. If you are not operating in VFR Day conditions and there is an Obstacle Departure Procedure - USE IT to remain clear of the obstacles you cannot see.
*Departure and Arrival Procedures*
SID: Standard Instrument Departure
ODP: Obstacle Departure Procedure- When obstacles exist which require a specific route to avoid them.
STAR: Standard Arrival procedure
*Required Reporting to ATC [AIM 5-3-3]* (I made this one up- it combines all the holding items into one item and all the altitude items into one)
Missed Approach (also state intentions, “... request clearance to alternate”,“... request the ILS approach” etc.)
Altitude Change: Leaving Assigned altitude or altitude change when VFR on top
TAS Change of 10kts from that filed in the flight plan (5% if TAS is +200kts)
Holds: Time and Altitude upon Reaching a holding fix and when Leaving a holding fix.
Climb: Unable to climb at 500fpm
Loss of Equipment
Un-forecast or Hazardous Weather
Safety of Flight
*In Non-Radar Environment:*
FAF/OM inbound
ETA Change >3 minutes
Weather that is Hazardous
*Compulsory Position Reports [AIM 5-3-2]*
“PTA ETA Next”
Position
Time
Altitude
ETA and Name of next reporting point
Next Succeeding Reporting Point
6 Ts over FAF/OM, 5 Ts over a fix:
Turn, Time, Twist, Tires, Throttle, Talk
Power Settings: Know them for each phase of flight to ease workload. Know your airplane.
Using known power settings also provides a “normal performance” reference. If using a known power setting and experiencing unusual performance there is a reason!
Unusually high airspeed: Flaps or Gear may be retracted.
Unusually low airspeed: The aircraft may be iced up or you forgot to remove the banner you were towing last weekend.
Checks and Call-outs: Approach, Gear Down Before Landing Checklist, 1000’, 500’ & 100’ above DA, Centerline Check.
Approach Check includes checklist items plus the Briefing Strip.
Memorize MDA/DA and missed approach procedure.
Activating the approach is not complete until you set the CDI mode to NAV or GPS as required.
Non-precision: >1 nm before FAF – “Gear Down Before Landing Checklist”.
6 Ts @ FAF.
Precision: “Gear Down Before Landing Checklist” just prior to OM/glideslope alive.
6 Ts @ OM.
All Approaches:
“1,000 above DA/MDA”
“ 500 to go. Three Green, Stabilized”
“ 100 to go”
“ Minimums. Going Visual or Missed Approach”
Centerline Check: “Flaps and gear – Down, Prop – Full Forward (if not already), Autopilot – Off”
3 to 1 ratio for descent
Thousands of feet to lose multiplied by 3 – plus distance required to configure for approach.
Descent Rate For 3° glideslope: Groundspeed divided by 2, add a zero
If groundspeed is 100kts, the vertical speed required for a 3° glideslope is 500fpm.
*Requirements to descend below MDA or DA [91.175]*
1. Runway Environment in sight: Paint/Pavement/Lights. REILS, Runway, Threshold, TDZ, VASI. ALS Only: you may descend only to 100’ above TDZ unless the red terminating bars (ALSF-I) or side row bars (ALSF-II) are identifiable.
2. Visibility not less than required by the IAP.
3. Normal rate of descent using normal maneuvers.
*Missed Approach*
Cram
Climb
Clean - retract flaps from Ldg to T/O (or from 30 to 20 - Cessna)
“Positive Rate”
Clean - retract flaps from Go-Around setting to Climb setting (refer to POH),
retract landing gear
Cool (Cowl Flaps)
Call
*OR*
Power Up
Pitch Up
Flaps – One Up (Diamond: T/O, Cessna 20°)
“Positive Rate”
Flaps – Up
Call Up: “Missed Approach” (Seminole: Carb Heat – Up, Cowl Flaps – Down)
Gear – Up (when no “landable” runway remaining)
*Lost Comms [91.185] (If in VMC, remain VFR and land to get out of the IFR system)*
~Altitude – Highest of the following:
Assigned
MEA
Expected
~Route – In order of priority:
Assigned
Vectored
Expected
Filed
*Holding Procedures*
When an aircraft’s progress needs to be slowed or stopped to provide traffic separation ATC issues instructions to fly a holding pattern. Flying a “hold” keeps aircraft in a confined area, which is also useful for descending into or climbing out of confined areas, as is done when flying an Obstruction DP. A holding pattern can be based upon a VOR, Intersection, GPS waypoint, DME Fix, Cross Radial or NDB.
*ATC will assign:*
Direction
Fix
Radial
Turns (if omitted, standard right turns)
EFC (Expect Further Clearance) Time
~ Holding pattern map view – Oral exam drawing aid: Flow direction tilts direct entry sector division line 20° outbound.
~ Teardrop, Parallel, Direct.
The term "radial" always refers to an outbound radial (radiating out from a VOR).
You can go outbound or inbound on a radial, but be aware that your INBOUND course is the reciprocal of the radial given in your holding instructions.
When you do the 5Ts over the fix set your HSI CDI *tail* to the holding radial. Then the CDI pointer will always be pointing inbound to the fix, defining your inbound leg. Use the HSI as a map.
~Visualizing holding patterns: On an HSI the CDI is depicting your inbound leg to the fix, with the pointer pointing inbound to the fix.
No HSI? On a DG/HI put your fingertip on the number of the holding radial and "draw" in to the center of the DG, you have just "drawn" your inbound leg.
After you get over the fix (visualize as being the center of the CDI), visualize a right turn to the outbound leg (if standard turns) and then visualize another right turn coming off of the outbound leg and attaching to the tail of the CDI.
~ Refer to Hold Entry Guide Diagram.
Direct: If the radial you are to hold on is behind you (HSI: the tail of the CDI is behind you).
As you pass over the fix you have just come to the end of _an_ inbound leg to that fix. Over the fix you need to make a Standard Rate turn (in the direction of turns assigned) to the outbound leg heading.
Teardrop & Parallel: If the holding radial is ahead of you.
As you pass over the fix you are going backwards (outbound on the inbound leg)- you need to reverse course.
Two options... The Teardrop entry or the Parallel entry. Use the entry that allows the smallest turn over the fix.
Parallel Entry: upon crossing the fix outbound turn to parallel the inbound course (you'll be going outbound). After timing 1 minute past the fix, turn toward the holding side (the opposite direction of the hold’s direction of turns) until you are on a heading that will intercept the inbound course with a 30° to 40° intercept angle.
Teardrop Entry: upon crossing the fix turn 30° into the holding side (the opposite direction of the hold’s direction of turns) and time for 1 minute. Then make a standard rate turn (in the direction of the hold’s turns) to intercept the inbound course.
~ You must remain on the protected holding side (to avoid obstacles). Of course there are allowances for straying into the non-holding side during approved entries.
~ HSI trick for selecting entry: Refer to Hold Entry Guide Diagram. Set Hdg bug to the radial you are to hold (inbound) on. Now visualize the hold entry guide on the HSI: the bug lies in the sector of the applicable entry type. Once you “twist” the tail of the NAV CDI to the Hdg bug, the CDI arrowhead will point inbound to the holding fix.
With the CDI showing the inbound leg on your HSI, visualize a tail attaching to the tail of the CDI in the direction of turns. That is the easiest way to visualize a holding pattern – on the HSI.
With the CDI set (and mentally “drawing” the hold’s inbound leg), the Hdg bug is now available.
With simulator practice, it should not be difficult to quickly figure out the required heading for your entry since the HSI “draws” it so well. This is the method I learned that works for me – use whatever works best for you (unless it is simply doing what the G1000 says to)!
~ To ensure situational awareness, do not skip visualizing the holding pattern when using the HSI trick.
~ Drawing the holding pattern on your chart is useful – buying a holding pattern computer is not!
~ 1 minute inbound leg is the goal.
~ Apply 3 times the wind correction required for the inbound leg to the outbound leg to remain on the holding side. (When you note the required wind correction angle on the inbound leg, remember the correction angle direction in reference to N, S, W, NW etc. - NOT as “ 3 degrees left”, to avoid confusion).
~ If necessary, make use of all the time you have leading up to the fix to visualize the pattern and entry.
*Upon receipt of holding instructions*
Suspend GPS Auto-sequencing
Slow to holding airspeed: Slow to 100kts
T– Figure out 5 Ts: Turn, Time, Twist, Throttle, Talk. Prepare timer.
Required Reporting for Holds: Time and Altitude upon reaching a holding fix. Leaving a holding fix.
When landing at an uncontrolled airport you must contact ATC or the FSS to close your flight plan!
If landing is assured it is easiest to close your IFR flight plan with ATC just after they clear you for the approach and tell you, “ Frequency change to advisory frequency approved” – especially if radio communication to the FSS is impossible due to location/mountains. In that event, call the FSS by phone to close your flight plan.
i just scanned quickly, you could add the ground receiver checkpoint to your list for 91.171. again, nice post. hope people don't 'slay' your post, as there are so many different technique-oriented ways to 'skin a cat' and some here are over-zealous to criticize details.