IFR TIPS & TrapsIFR TIPS & TrapsPresented byPresented by

BOB CRYSTALBOB CRYSTALDIRECTOR OF TRAININGDIRECTOR OF TRAINING

SIMULATOR & INSTRUMENT SIMULATOR & INSTRUMENT TRAINING CENTER OF VAN NUYSTRAINING CENTER OF VAN NUYS

818-371-8653818-371-8653

IFR RISK MANAGEMENTIFR RISK MANAGEMENTWHY DO GOOD PILOTS GET IN TO TROUBLEWHY DO GOOD PILOTS GET IN TO TROUBLE

80% of accidents can be attributed to poor decision making.80% of accidents can be attributed to poor decision making. Poor decision making skills result in:Poor decision making skills result in:

Initiating flights under adverse conditions.Initiating flights under adverse conditions.Continuing flights in deteriorating conditions.Continuing flights in deteriorating conditions.Operating aircraft beyond limits.Operating aircraft beyond limits.Operating an un-airworthy aircraftOperating an un-airworthy aircraftGet home ides , meeting unrealistic schedulesGet home ides , meeting unrealistic schedulesDependency on automationDependency on automationLack of Pilot proficiency or ExperienceLack of Pilot proficiency or ExperienceLack of CRM skills & DisciplineLack of CRM skills & DisciplineLack of knowledge on Instrument proceduresLack of knowledge on Instrument procedures

THE BEST ADVICE IS TO ALWAYS WAY THE BEST ADVICE IS TO ALWAYS WAY THE RISK BEFORE AND DURING ANY FLIGHTTHE RISK BEFORE AND DURING ANY FLIGHT

TAKEOFF & LANDING PLANNING TAKEOFF & LANDING PLANNING BEGINS ON THE GROUNDBEGINS ON THE GROUND

Starting with the pilot-IM SAFEStarting with the pilot-IM SAFE Pilot CurrencyPilot Currency The AirplaneThe Airplane WX-NO GO DECISIONSWX-NO GO DECISIONS Performance & Wt. & BalancePerformance & Wt. & Balance Take Off & landing planning to include all Take Off & landing planning to include all

CRM & EMERGENCY PLANNINGCRM & EMERGENCY PLANNING

LEGALITY VS REALITYLEGALITY VS REALITY

Is 6 approaches & a Hold plus tracking on Airways Is 6 approaches & a Hold plus tracking on Airways reality or just legality?reality or just legality?

IFR flying requires on going recurrent training both IFR flying requires on going recurrent training both in simulators and in airplanesin simulators and in airplanes

Training with an IFR/CFI specialist is the only way Training with an IFR/CFI specialist is the only way to train.to train.

Training must represent new challengesTraining must represent new challenges

and scenariosand scenarios Train as if your life depends on it BECAUSE it does. Train as if your life depends on it BECAUSE it does.

FAR 91.103 Preflight ActionFAR 91.103 Preflight Action

Each Each PICPIC shall, before shall, before beginning a flight, become beginning a flight, become familiar with all available familiar with all available

FLIGHT INFORMATIONFLIGHT INFORMATION including:including:

– Weather reportsWeather reports– Fuel requirementsFuel requirements– AlternatesAlternates– Traffic delaysTraffic delays– Runway lengths at Runway lengths at

airports of intended useairports of intended use– Takeoff and landing Takeoff and landing

information in POHinformation in POH

AFDAFD

Runway Runway SpecificationsSpecifications

Airport ServicesAirport Services VOR ChecksVOR Checks Preferred IFR RoutesPreferred IFR Routes New revision every New revision every

56 days56 days Multiple RegionsMultiple Regions FAA documentFAA document

CURRENT CHARTSCURRENT CHARTS

ORGANIZER TOOLSORGANIZER TOOLS

ORGANIZED CLEARANCE AND PERFORMANCE CARDORGANIZED CLEARANCE AND PERFORMANCE CARD

EMERGENCY EMERGENCY COMMUNICATION TOOLSCOMMUNICATION TOOLS

EMERGENCY TOOLSEMERGENCY TOOLS

FIRST CLASSFIRST CLASSWITH A WINDOW SEATWITH A WINDOW SEAT

CONSERVATIVE IFR MINIMUMSCONSERVATIVE IFR MINIMUMS

Take offTake off –1 engine –1 engine 11 mile-DAY- mile-DAY- 33 mile-NIGHT mile-NIGHT 2 engine 2 engine ½½ mile-DAY- mile-DAY-11 mile-NIGHT mile-NIGHT

NO LOWER THAN LANDING MINIMUMSNO LOWER THAN LANDING MINIMUMS

Landing-Landing-(1) The (1) The ceilingceiling will be at least will be at least 1,5001,500 feet above the feet above the lowest circling approach MDA; or lowest circling approach MDA; or

(2) If a (2) If a circling instrumentcircling instrument approach is approach is not authorizednot authorized for for the airport, the ceiling will be at least the airport, the ceiling will be at least 1,5001,500 feet above the feet above the lowest published minimumlowest published minimum or or 2,0002,000 feet above the airport feet above the airport elevation, elevation, whichever is higherwhichever is higher;;

(3) (3) Visibility Visibility for that airport is forecast to be at least for that airport is forecast to be at least three three milesmiles, or , or two milestwo miles more than the more than the lowest lowest applicable applicable visibility minimumsvisibility minimums, whichever is the , whichever is the greater,greater, for the for the instrument approach procedure to be used at the instrument approach procedure to be used at the destination airport. destination airport.

NO DEPARTURES IN FORCASTED ICING CONDITIONSNO DEPARTURES IN FORCASTED ICING CONDITIONS

A CHILLING THOUGHTA CHILLING THOUGHT

Icing can kill youIcing can kill you No airplane is certified to fly in to No airplane is certified to fly in to severe icing conditionssevere icing conditions.. Icing adds weight and destroys airflow and lift on all flying Icing adds weight and destroys airflow and lift on all flying

surfaces.surfaces. Icing can cause lose of instruments & engine performanceIcing can cause lose of instruments & engine performance When ICE starts to form a pilot’s job is to get out of the ice When ICE starts to form a pilot’s job is to get out of the ice

immediatelyimmediately Icing conditions encountered- Icing conditions encountered- NO AUTO PILOTNO AUTO PILOT Be weather wise, always leave yourself an ESCAPE Be weather wise, always leave yourself an ESCAPE If icing conditions are forecast along your route or altitudeIf icing conditions are forecast along your route or altitude

DON’T FLY IT’S NOT WORTH THE DON’T FLY IT’S NOT WORTH THE RISKRISK

Fuel RequirementsFuel Requirements

VFR Requirements Part 91.151VFR Requirements Part 91.151– DAY TIME - Must have enough fuel on board to DAY TIME - Must have enough fuel on board to

fly to original intended point of landing and fly to original intended point of landing and 3030 minutes beyond that pointminutes beyond that point

– NIGHT TIME – NIGHT TIME – 45 mins45 mins

IFR Requirements Part 91.167IFR Requirements Part 91.167– Fly to airport of Fly to airport of intended landingintended landing, then fly to the , then fly to the

alternate filed at alternate filed at normal cruisenormal cruise, then , then 4545 minutes minutes thereafter. thereafter.

FAR 91.123 FAR 91.123 Compliance with ATC ClearancesCompliance with ATC Clearances

When an ATC clearance has been obtained, no When an ATC clearance has been obtained, no PIC may deviate from that clearance unless:PIC may deviate from that clearance unless:– An amended clearance is obtained An amended clearance is obtained – An emergency existsAn emergency exists– Deviation is in response to a traffic alert and collision Deviation is in response to a traffic alert and collision

avoidance system resolution advisoryavoidance system resolution advisory When PIC is uncertain of an ATC clearance, PIC When PIC is uncertain of an ATC clearance, PIC

should request clarificationshould request clarification ATC clearances are not authorization to deviate ATC clearances are not authorization to deviate

from the rulesfrom the rules

Valid clearanceValid clearance

Cleared to the Bur Airport-Clearance limitCleared to the Bur Airport-Clearance limit Canoga 8 departure-departure procedureCanoga 8 departure-departure procedure Radar vectors to the localizer-what to expect Radar vectors to the localizer-what to expect Climb 4,000-does it meet the MEAClimb 4,000-does it meet the MEA Departure 134.20-CommunicationsDeparture 134.20-Communications Squawk 5202-Tansponder Code Squawk 5202-Tansponder Code

3 basic questions3 basic questions1.Will the clearance take me where I want to go1.Will the clearance take me where I want to go

2.How High- does it meet the MEA or MOCA2.How High- does it meet the MEA or MOCA

3.Where will I go in case of Emergency-VFR/IFR3.Where will I go in case of Emergency-VFR/IFR

USE THE AIRPORT DIAGRAMAVOID RUNWAY INCURSIONS

TOWER TOWER I’M NOT SURE OF MY POSITION I’M NOT SURE OF MY POSITION

ON THE AIRPORT REQUEST ON THE AIRPORT REQUEST PROGRESSIVE TAXIPROGRESSIVE TAXI

DEPARTURE NO GODEPARTURE NO GO ATIS DECISIONS ATIS DECISIONSCONSIDERATIONSCONSIDERATIONS

WIND WIND X-WIND /HEAD/TAIL WIND X-WIND /HEAD/TAIL WIND

ALWAYS REMEMBER IN AN EMERGENCY RETURN TO THE AIRPORT ALWAYS REMEMBER IN AN EMERGENCY RETURN TO THE AIRPORT HEADWIND BECOMES YOUR TAILWIND AND DETERMINES LANDING HEADWIND BECOMES YOUR TAILWIND AND DETERMINES LANDING DISTANCE.DISTANCE.

VISIBILITY VISIBILITY AT OR ABOVE PUBLISHED TAKEOFF & LANDING AT OR ABOVE PUBLISHED TAKEOFF & LANDING MINIMUMS –RVRMINIMUMS –RVR

CEILING CEILING AT OR ABOVE LANDING MINIMUMS NOTE CEILING IS AT OR ABOVE LANDING MINIMUMS NOTE CEILING IS THE PARENTHAL NUMBER OR HAT/HAATHE PARENTHAL NUMBER OR HAT/HAA

TEMP/DEW POINT TEMP/DEW POINT + / – 4 DEGREES REDUCED VISIBILITY+ / – 4 DEGREES REDUCED VISIBILITY

ALTIMETER ALTIMETER CHECK CALIBRATION +/- 75 ft FROM A/C CHECK CALIBRATION +/- 75 ft FROM A/C POSITION ON AIRPORT CHECK AIRPORT DIAGRAMPOSITION ON AIRPORT CHECK AIRPORT DIAGRAM

RUNWAY IN USE RUNWAY IN USE TAKEOFF ABORT PERFORMANCE, TAKEOFF ABORT PERFORMANCE,

NOTAMSNOTAMS RUNWAY/TAXIWAY CLOSURES, NAVAID OUTAGES RUNWAY/TAXIWAY CLOSURES, NAVAID OUTAGES

DELAYS DELAYS CPT /GROUND STOPS/WEATHER DELAYSCPT /GROUND STOPS/WEATHER DELAYS

RUN-UP BRIEFINGRUN-UP BRIEFINGKILLER ITEMSKILLER ITEMS

FLAPSFLAPS-SET FOR TAKEOFF POSITION-SET FOR TAKEOFF POSITION MIXTUREMIXTURE-ADJUST FOR DENSITY ALTITUDE-ADJUST FOR DENSITY ALTITUDE FUEL SELECTORFUEL SELECTOR -FULLEST TANK -FULLEST TANK FUEL QUANTITYFUEL QUANTITY -CONFIRM FOR PROPOSED FLIGHT -CONFIRM FOR PROPOSED FLIGHT BOOST PUMPBOOST PUMP -AS REQUIRED -AS REQUIRED TRIM TRIM –COUNT 4 - AILERON,ELEVATOR ,RUDDER–COUNT 4 - AILERON,ELEVATOR ,RUDDER ELECTRIC TRIM/DISCONNECT.ELECTRIC TRIM/DISCONNECT. ANNUNCIATORANNUNCIATOR PANELPANEL-CLEAR -CLEAR SPEED BRAKESSPEED BRAKES DOWN -LIGHTS OUT DOWN -LIGHTS OUT

ABORT BRIEFINGABORT BRIEFINGPLAN AHEADPLAN AHEAD

ENGINE FIREENGINE FIRE FAILURE FAILURE RUNWAY INCURSIONRUNWAY INCURSION UNUSUAL RUDDER INPUTSUNUSUAL RUDDER INPUTS INADVERTANT SPEED BRAKEINADVERTANT SPEED BRAKE EGRESS LOCATIONSEGRESS LOCATIONS

TAKEOFF DEPARTURE BRIEFINGTAKEOFF DEPARTURE BRIEFING

DEPARTURE PROCEDURE-SID/DPDEPARTURE PROCEDURE-SID/DP ASSIGNED RUNWAYASSIGNED RUNWAY ALTITUDE RESTRICTIONSALTITUDE RESTRICTIONS DISTANCE RESTRICTIONSDISTANCE RESTRICTIONS SPEED RESTRICTIONSSPEED RESTRICTIONS ENROUTE TRANSITIONENROUTE TRANSITION EMERGENCY RETURN PROCEDUREEMERGENCY RETURN PROCEDURE SPECIAL CONSIDERATIONS- OBSTRUCTIONS ,CLIMB SPECIAL CONSIDERATIONS- OBSTRUCTIONS ,CLIMB

GRADIANTSGRADIANTS

DEPARTURE BRIEFING RESTRICTIONS

1. HEADING2. DISTANCE3. ALTITUDE4. TURN5. SPEED RESTRICTION

RUNWAY LINE-UP ITEMSRUNWAY LINE-UP ITEMS

LIGHTS AS REQUIREDLIGHTS AS REQUIRED TRANSPONDER - ALT MODETRANSPONDER - ALT MODE ENGINES SPOOL UPENGINES SPOOL UP BRAKE RELEASEBRAKE RELEASE TIME OFFTIME OFF

BLAST OFF NEXT STOPBLAST OFF NEXT STOPDISNEYLANDDISNEYLAND

RUNWAY CALL-OUTSRUNWAY CALL-OUTS

AIRSPEED ALIVEAIRSPEED ALIVE CROSS CHECK ACCELERATION 60 KTS.CROSS CHECK ACCELERATION 60 KTS. ENGINE INSTRUMENTS-ENGINE INSTRUMENTS-GREENGREEN V1 =5 KTS. BEFORE ROTATION- V1 =5 KTS. BEFORE ROTATION- DECISION SPEEDDECISION SPEED VR-ROTATIONVR-ROTATION VX- UNTIL CLEAR OF OBSTICLESVX- UNTIL CLEAR OF OBSTICLES POSITIVE RATE OF CLIMB & 50-100 FT AGL GEAR-UPPOSITIVE RATE OF CLIMB & 50-100 FT AGL GEAR-UP

CHECK LOAD/AMP METER CHECK LOAD/AMP METER 400 FT AGL-FLAPS UP400 FT AGL-FLAPS UP VY- TO 1,000 AGLVY- TO 1,000 AGL

RADAR ENVIROMENTMENT LISTEN UP

1

REQUEST DELAY VECTOR

PRE-APPROACH BRIEFINGPRE-APPROACH BRIEFING5-A-S5-A-S

SHOULD ACCOMPLISHED AT LEAST 25-50 MILES OUTSHOULD ACCOMPLISHED AT LEAST 25-50 MILES OUT

ATIS- LANDING MINIMUMSATIS- LANDING MINIMUMS ALTIMETER SETALTIMETER SET AIRSPEEDAIRSPEED AVIONICS ID & SETAVIONICS ID & SET

APPROACHAPPROACH BRIEFING-USE THE ZIG -ZAG METHOD STARTING BRIEFING-USE THE ZIG -ZAG METHOD STARTING FROM THE FLIGHT BRIEFING STRIP AT THE TOP OF CHART.FROM THE FLIGHT BRIEFING STRIP AT THE TOP OF CHART.

STANDARD CREW STANDARD CREW APPROACH BRIEFAPPROACH BRIEF

TYPE OF APPROACH/ CITY & STATETYPE OF APPROACH/ CITY & STATE LOC/ VOR FREQ TUNED IN & ID NO FLAGSLOC/ VOR FREQ TUNED IN & ID NO FLAGS STATE INBOUND COURSE & SETSTATE INBOUND COURSE & SET G/S OR FINAL APPROACH FIX/X-ING ALTITUDEG/S OR FINAL APPROACH FIX/X-ING ALTITUDE HOW LOW-DA/MDA –CONSIDER CIRCLE MINIMUMSHOW LOW-DA/MDA –CONSIDER CIRCLE MINIMUMS MSAMSA HOW LONG-STATE TIME TO MAPHOW LONG-STATE TIME TO MAP

WHICH WAY-MAP PROCEDUREWHICH WAY-MAP PROCEDURE A/C CONFIGURATIONA/C CONFIGURATION APPROACH FLAPS SETAPPROACH FLAPS SET POWER SETPOWER SET HOLDING AT THE GEARHOLDING AT THE GEAR PAX SECUREPAX SECURE

BUYING TIMEBUYING TIMEARE YOU READY FOR THE APPROACHARE YOU READY FOR THE APPROACH

Don’t rush- Don’t rush- control the approachcontrol the approach Vector triggers final vector are you Vector triggers final vector are you

ready? If not request ready? If not request DELAY VECTORDELAY VECTOR Be aware of Be aware of altitude ,position, timealtitude ,position, time to to

accomplish approach brief configure aircraft.accomplish approach brief configure aircraft. Final vector-turn (within Final vector-turn (within 30 of published final30 of published final)) Cleared for the ILS/VOR runway ___approachCleared for the ILS/VOR runway ___approach Maintain ______until Maintain ______until establishedestablished Contact the tower at the Contact the tower at the FAF.FAF.

1

BUILD A FENCEWITH GPS-VOR-DME-MSA

2

3

4

BUILDING FENCES

BUILDING FENCES

BUILD A FENCE

1

FINAL VECTOR1. TURN RT 045 DEGREES2. CLEARED FOR ILS 83. MAINTAIN 3,700 UNTIL

ESTABLISHED4. CONTACT TOWER

@BUDDE

2

3

4

4

Operations below Operations below DH/MDADH/MDA

FAA regulation 91.175(c)FAA regulation 91.175(c) Operation below Decision Height or MDA, Operation below Decision Height or MDA, no pilotno pilot may continue belowmay continue below the authorized decision altitude/decision the authorized decision altitude/decision height (DA/DH) unless the airplane is continuously in a position from height (DA/DH) unless the airplane is continuously in a position from which a descent to a landing on the intended runway can be made at a which a descent to a landing on the intended runway can be made at a normal rate of descentnormal rate of descent using normal maneuvers, the flight visibility is using normal maneuvers, the flight visibility is not lessnot less than the visibility prescribed for the instrument approach than the visibility prescribed for the instrument approach procedure, and the runway environment is distinctly visible and procedure, and the runway environment is distinctly visible and identifiable to the pilot.identifiable to the pilot.

FAA regulation 91.175(e)FAA regulation 91.175(e) Missed Approach Procedures, a Missed Approach Procedures, a pilot must pilot must immediatelyimmediately execute an appropriate missed approach procedure when, execute an appropriate missed approach procedure when, upon arrival at the missed approach point, including a DA/DH where a upon arrival at the missed approach point, including a DA/DH where a DA/DH is specified and its use is required, and anytime until after that DA/DH is specified and its use is required, and anytime until after that until touchdown until touchdown

CIRCLE TO LAND TRAPSCIRCLE TO LAND TRAPS

TO BE AVOIDED AT NIGHT AND LOW VISIABLITYTO BE AVOIDED AT NIGHT AND LOW VISIABLITY

ACCIDENT CAUSES –PILOT ERRORSACCIDENT CAUSES –PILOT ERRORS ATTEMPTING TO CIRCLE BELOW MINIMUMSATTEMPTING TO CIRCLE BELOW MINIMUMS LOOSING SIGHT OF THE RUNWAYLOOSING SIGHT OF THE RUNWAY OVERSHOOT ON FINALOVERSHOOT ON FINAL AIRSPEED CONTROL IN A TURNAIRSPEED CONTROL IN A TURN STALL SPINS-FATAL CLOSE TO THE GROUNDSTALL SPINS-FATAL CLOSE TO THE GROUND

APPROACH SURVIVALAPPROACH SURVIVAL

ALWAYS MAINTAIN SITUATION AWARENESSALWAYS MAINTAIN SITUATION AWARENESS Build fences between you and the terrainBuild fences between you and the terrain Use all available tools-Use all available tools-VOR-GPS-MFD-VOR-GPS-MFD- DMEDME Never take a blind vectorNever take a blind vector Speak up if in doubt ask for Speak up if in doubt ask for (MVA)(MVA) minimum vectoring minimum vectoring

altitudealtitude Consider Consider MEAMEA & & MSAMSA Think like a controllerThink like a controller Listen up & if the frequency seems to silent check in.Listen up & if the frequency seems to silent check in.

TIME IS MONEY TRAIN

WHERE EXPERIENCE MAKES THE DIFFERENCE

SIMULATOR & INSTRUMENT

TRAINING CENTER

818-371-8653

TIPS TO TRAIN BYTIPS TO TRAIN BY Train often-practice makes proficiency & builds Train often-practice makes proficiency & builds

confidenceconfidence Stay in the loop know your position at all times Stay in the loop know your position at all times

situation awareness & build fencessituation awareness & build fences Use all available toolsUse all available tools Always communicate any concerns-Don’t leave Always communicate any concerns-Don’t leave

confusion to chanceconfusion to chance Always leave an out-think emergencyAlways leave an out-think emergency Use CRM SKILLS at all timesUse CRM SKILLS at all times Fly the airplane first all other task can waitFly the airplane first all other task can wait Stay out of icing conditions-most light airplanes can’t Stay out of icing conditions-most light airplanes can’t

hold enough ice to chill a margaritahold enough ice to chill a margarita Fly the airplane within designed limitationsFly the airplane within designed limitations Fly the airplane within pilot limitationsFly the airplane within pilot limitations

LOFT TRAINING IS BEST ACCOMPLISHED LOFT TRAINING IS BEST ACCOMPLISHED IN SIMULATORS UNDER THE IN SIMULATORS UNDER THE SUPERVISION OF A TRAINING SUPERVISION OF A TRAINING

INSTRCTORINSTRCTOR

EXPERIENCE THE DIFFERENCE•Works like a gym membership•Monthly membership•Unlimited simulator time•Latest state of the art simulators•Most Experienced instructors•Several Southern Ca locationsSchedule & Membership 818-371-8653

HISTORY OFHISTORY OF SimulationSimulation

FAA REQUEST YOUR INPUTFAA REQUEST YOUR INPUT

You must register on line to receive WINGS You must register on line to receive WINGS CREDITCREDIT

Comments are welcome direct them to Comments are welcome direct them to FAAST TEAM managerFAAST TEAM manager

Karla Borden 661-877-3615 cellKarla Borden 661-877-3615 cell Or Van Nuys FSDO 818-904-6291Or Van Nuys FSDO 818-904-6291 Email Email Karla.J.Borden@faa.govKarla.J.Borden@faa.gov Bob Crystal Bob Crystal IFRVNY@AOL.COMIFRVNY@AOL.COM

THE END THE END WE HAVE ARRIVEDWE HAVE ARRIVED

AT OUR DESTINATIONAT OUR DESTINATIONTHANK YOU FOR COMINGTHANK YOU FOR COMING