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TABLE of CONTENTS
GENERAL
1) Table of Contents ................................................................................... 1 to 2
‹ Cockpit 4 Familiarize the pilot with the cockpit4 Geogrphic check of the cockpit and its adventages4 Simulated manipulation in the cockpit4 Cockpit organisation; Flight documentation
‹ Check-List 4 Ground Check-List; Start-Up; After starting engines; Taxi4 Instruments setting COM - NAV4 T/O Briefing Systematic
‹ Interception 4 QDM - QDR interception4 Systematic overhead station4 QDR interception after passing station
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ƒ Insist on 8 Position; visualisation; QDM - QDR8 Systematic to intercept QDM - QDR8 SOP: power - attitude8 In-Flight Check-List; briefing
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SCAN and COORDINATION remain the most important thing in SPIC OPS
FNPT II 27 — 70
HOLDING
Holding is a procedure wich is designed to delay an aircraft for approach or to delay an aircraft enroute in order to provide IFR separation from other IFR traffic.
When an aircraft is cleared to hold, it must manoeuvre within prescribed airspace. This airspace canbe defined by using time for the outbound leg in the holding patern, DME distances within whichthe procedure must take place or fixes derived from other facilities.
If a holding has to be timed and the aircraft is manoeuvring at or below FL 140 an outbound leg of1 minute from abeam the station or fix to the gate has to be flown. Above FL 140 the outbound legis extended by 30 seconds to 1 minute 30 seconds.
Holding instruction may be given by ATC at the destination to facilitate approach sequences oren route to separate IFR traffic.
When an aircraft is cleared to hold, ATC must provide the following informations:— Specify the holding fix— Specify the inbound track of the holding pattern if not published— Specify standard or non-standard pattern if not published— Specify altitude or FL— Specify the expected approach time or the expected further clearance time if en route.
The instructions given by ATC must be acknowledged. Crossing the holding fix must be reportedto ATC.
Holding patterns when published on the approach charts (Jeppesen) are drawn with a fine lineshowing a rectrack in contrast to reversal procedures, which are drawn with a bold line andincorporated in the initial approach segment.
1) Fly the desired QDM to the station2) Passing the station: T T T T ; then new HDG 30°OFF3) Intercept and fly outbound QDR for 1 minute (or as required)4) After 1 minute, check the GATE if 30°OFF (QDR check)5) Fly a RATE ONE TURN back to the station6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST7) Fly inbound the station on BASIC QDM (INBOUND)
Holding Pattern
1) Fly inbound the station on BASIC QDM (INBOUND)2) Passing the station: T T T T ; then RATE ONE TURN 180°3) Passing ABEAM station: TIME CHECK (TC); fly outbound HDG4) After 1 minute, check the GATE if 30°OFF (QDR check)5) Fly a RATE ONE TURN back to the station6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST7) Fly inbound the station on BASIC QDM (INBOUND)
Variations of the basic procedure to meet local conditions may be authorized by States afterappropriate consultation with the operators concerned.
The entry into the holding pattern shall be according to heading in relation to the three entrysectors shown below, recognizing a zone of flexibility of 5° on either side of the sector voundaries.
For holding on a VOR intersection, the entry track is limited to the radials forming the intersection.For holding on a VOR/DME fix, the entry track is limited to either the VOR radial, DME arc, oralternatively along the radial to a VOR/DME fix at the end of the outbound leg, as published.
Note: A DME arc entry a procedure is specified only when there is a specific operational difficultywhich precludes the use of other entry procedures.
FNPT II 32 — 70
Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)
70°70°
SECTOR 1: Direct Entry
— Having reached the fix, the aircraft is turned right to follow the holding pattern.
SECTOR 2: Offset Entry (Procedure Turn)
— Having reached the fix, the aircraft is turned left onto a heading to make good a track makinga angle of 30° from the reciprocal of the inbound track on the holding side,
— then the aircraft will fly outbound: for the appropriate periode of time, where timing isspecified, oruntil the appropriate limiting distance in atteined, wheredistance is specified, orwhere a limiting radial is also specified, either until thelimiting DME distance is atteined or until the limitingradial is encountered, whichever occurs first
— then the aircraft is turned right to intercept the inbound holding track— then on second arrival over the holding fix, the aircraft is turned right to follow the holding
pattern
SECTOR 3: Parallel Entry
— Having reached the fix, the aircraft is turned left onto an outbound heading for the appropriateperiod of time or until reaching the DME limiting outbound distance, if published
— then the aircraft is turned left onto the holding side to intercept the inbound track or to returnto the fix
— then on second arrival over the holding fix, the aircraft is turned right to follow the holdingpattern
FNPT II 33 — 70
Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)
1
23 3 2
1
Gate Gate
DME Arc Entry
Having reached the fix, the aircraft shall enter the holding pattern in accordance with either theSector 1 or Sector 3 entry procedures.
SECIAL Entry for VOR/DME holding
In an entry radial to a secondary fix at the end of the outbound leg of a VOR/DME holding patternis specified: Sector 1 and Sector 2 entries are not authorized.The holding pattern shall be entered directly using the published entry radial or the Sector 3 entryprocedure.Having reached the fix, the aircraft shall be turned right to follow the holding pattern.
FNPT II 34 — 70
OFFSET ENTRY
PARALLEL ENTRY
FNPT II 35 — 70
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DIRECT ENTRY
SPECIAL DIRECT ENTRY 1
FNPT II 36 — 70
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SPECIAL DIRECT ENTRY 2
FNPT II 37 — 70
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HOLDING PROCEDURE TRAINING
act Over Station, enter EntryQDM/HDG the following Proc.
Objectiv: to operate a 180° after a station to fly back to the fix; usually to perform an approachin opposite direction
FNPT II 43 — 70
45° / 180° Procedure Turn
1. After station passage fly outbound on the published QDR for the prescribed time, theprescribed distance or to the prescribed fix or intersection.If the QDR has to be intercepted after station passage, add 10-15 seconds to thisoutbound leg.
2. After time has elapsed or the before mentioned distance or fix is reached, turn towards themanoeuvring side of the approach area to a heading 45 degrees off the outbound track.
3. Start timing as soon as you leave the outbound track (1 minute for Aircraft Cat. A and B,1 minute 15 seconds for other Aircraft)
4. Approaching the end of the timed periode, compare the difference of the actual and therequired QDM inbound. This enables the pilot to choose the rate of turn needed for thefollowing manoeuvre.
5. Proceed now with a turn away from the station to a reciprocal heading which will interceptthe inbound track at 45-degree angle
6. Intercept the desired QDM to the station and adjust for drift
FNPT II 44 — 70
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1 to 3 min
1’ Cat
A & B
Base Turn
1. Start timing upon station passage.
2. Turn towards the manoeuvring side of the approach area and fly the outbound trackpublished or 30 degrees to the reciprocal of the desired inbound track. Intercept this QDR ifnecessary and adjust timing.
3. After time has elapsed or the published distance or fix is reached, turn inbound and interceptthe desired QDM to the station and adjust for drift.
FNPT II 45 — 70
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1 min 2 min 3 min
80° / 260° Procedure Turn
1. After station passage fly outbound on the published QDR for the prescribed time, theprescribed distance or to the prescribed fix or intersection.If the QDR has to be intercepted after station passage, add 10-15 seconds to this outboundleg.
2. After time has elapsed or the before mentioned distance or fix is reached, turn 80 degreestowards the manoeuvring side of the approach area and follow this turn with a 260-degreeturn in the opposite direction. If a drift correction had to be applied while tracking outbound,apply the 80-degree turn to the wind heading.
3. Towards completion of the 260-degree turn, roll out to the required wind heading. If the turnis distorted, intercept QDM inbound in the normal manner then apply the necessary windcorrection.
FNPT II 46 — 70
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1 to 3 min
Racetrack Procedure
This procedure is usually published in order to facilitate traffic arriving from differentdirection.
A racetrack pattern can be standard, which means that all turns in the pattern are to the rightor, non-standard meaning all turns in the pattern are to the left.
The outbound leg in the racetrack pattern is limited by either time, DME distance or by a fixor intersection.
Three procedures called “entry procedures” are available for guidance into the racetrackpattern. Depending on the direction of flight of the arriving aircraft over the station they arereferred to as:
- The direct entry procedure
- The offset entry procedure
- The parallel entry procedure
Each procedure is afforded protection if flown correctly. A zone of flixibility of 5 degrees onthe either side of the sectors is permitted.
FNPT II 47 — 70
1 min 2 min 3 min
THE
V RFNPT II 48 — 70
The VOR(VHF OMNI-DIRECTIONAL RADIO RANGE)
A VOR station emanates an infinite number of courses of wich, for practica purposes, 360 are used.These “courses” are referred to as radials and are measured from magnetic north clockwise at theground station.
Ÿ A radial is always a magnetic direction indicating away from the station
Ÿ To proceed on a radial means tracking outbound FROM the station
Ÿ To proceed on a radial to the station means tracking inbound TO the facility on the reciprocalof said radial
Common phraseology used today eradicate any ambiguity and is clearly expressed in the followingexamples:
( “ ... proceed on radial 360 from ... VOR”In clear text: proceed on this 360 radial away from the station
( “ ... proceed on radial 360 outbound to ... ”In clear text: proceed on this 360 radial outbound to a fix, intersection or other facility
( “ ... proceed on radial 360 inbound to ... VOR”In clear text: proceed on reciprocal of 360 radial, which is 180 to he station
When using the conventional VOR instrument with only a left/right needle (Course DeviationIndicator: CDI)
FNPT II 49 — 70
VHF NAV
VOR HSI
VOR CDI
FNPT II 50 — 70
VOR ORIENTATION
FNPT II 51 — 70
act HDG 090°act HDG 090°
act HDG 090°act HDG 090°
env. 10°
env. 20°
env. 10°
VOR CONCEPT
1) Cadran de 360° (course card).Le cadran peut être régléau moyen de l’OBS de manièreque le QDM ou le QDR vouluapparaisse sous l’index de cap.
2) Index de cap direct (course index).La valeur de la routemagnétique est affichée sousl’index. (Ici: 150°)
3) Aiguille VOR / LOC (VOR / LOC needle). L’aiguille VOR / LOC, appelée également aiguille verticale, symbolise le QDM ou QDR affiché. Elle indique le côté et le déplacement de la lignevoulue.
4) Index du cap inverse (reciprocal course index). Cet index indique la valeur du cap réciproque du capaffiché. (Ici: 330°)
5) Sélecteur de route magnétique ou sélecteur d’azimut (Omni Bearing Selector). Au moyen de cebouton, on peut faire tourner le cadran de 360°.