IFR Flying - CYGK to CYKZ and back

Pilots are left on their own to build experience after getting their ratings.  The plan for me with my shiny new IFR rating is to build IFR procedurial confidence in working with ATC and airport procedures under VFR conditions as much as possible, and then gradually flying in actual IMC with weather well above minimums.

One should file IFR on all cross-country flights, and take every opportunity to fly into busy airspace and high traffic city airports, not only for complex arrival/departure procedures, but also for different taxi procedures.

My first IFR was to fly back from CYPQ (Peterborough) to CYGK (Kingston) after passing the test, this was straight forward as Kingston is not a busy airport.  My second IFR was a little more challenging - it was flying from CYGK to CYKZ (Toronto/Buttonville) and back.

Departure: The departure clearance was exactly as I had asked, so no suprises.  Direct to YCF, and direct to CYGK, climb to 4000, contact Trenton on XXX.XX, Squak XXXX.  I had to recyle the transponder a couple of times as it wasn't picking up.

On-Route: Flying to CYKZ was straight forward, I was transferred from Kingston MF to Trenton Centre, then to Toronto Terminal, to Toronto Centre, then to Buttonville Tower.  As you approach the airspace you should get destination airport ATIS on the 2nd radio so that you know what to expect.  The ATIS tells you which runway and IFR landing is in use.

Arrival: When switching over to Toronto Centre, tell them you have the ATIS.  They'll tell you to expect a XX approach to runway XX.  It was a Visual approach to Runway 33 for me, and I took it to speed things along instead of asking for a GNAV or the NDB approach which would have added about 5-10 min. to the flight time.  When I have more time I should take these for practice.  They also wanted me to call when I have airport in sight.

I called having sight of the airport, they cleared me for the approach and had me switch over to tower which spaced me in between four circuit traffic!

Next day - CYKZ to CYGK:

Filed for direct CYGK as I saw other people on fltplan / flightaware get it.  I had filed for 18.10, but online, I saw 18.20 scheduled for some reason.

Clearance:  It helps to study the airport diagrams, departure procedures and other things on the charts.  Knowing exactly where you are, and knowing what taxiways to expect to get to the active runway before calling helps as well... probably goes without saying.

I got the departure clearance - it was completely different from what I had filed - but I got the readback correct on my first try.  I had filed direct, but I got "Cleared for CYGK, direct to CYOO, direct to YCF, direct to CYGK, Buttonville 1 Departure, sQUAK XXXX, Contact Toronto on XXX.XX on the handoff"

The fun begins!  I had to restudy Buttonville 1 departure which is simply climb on runway heading to maintain 3000 and expect vectors, and there were some communication failure instructions.  Also - the routing was different so I had to reprogram the GPS.  This time I remembered to set the transponder code right away, and double checked that when holding short of the runway when doing the PTILT check.

Departure: I climbed runway heading, and clearing 1000 ft, tower wanted me to turn left to heading 060 and climb to 4000.  They then told me to switch over to Toronto, and Toronto kept me at that heading for a while.  They then said climb to 4000 and THEN turn towards YCF climbing to 5000.  SO!  Toronto changed my routing yet again - I didn't have to go to CYOO and then to YCF - it was direct to YCF, and then CYGK.

On-route and landing: No suprises for the rest of the flight.  For departure, I tuned Kingston 10 min prior to let them know that I'm on my way and I'll contact them on the handoff.  When I was cleared for the approach, I asked for Visual 25 which I got.  I then switched over.  I noticed that Georgian was waiting for me (I guess they don't release IFR traffic until other IFR traffic lands!?) - so I called "have airport in sight, will cancel IFR to speed things up for Georgian".  Both Kington Radio and Georgian thanked me for this.

Lessons learned:
- Studying charts well pays off (Standard departures, airport diagrams, etc.)
- Study other routings - you might be given something other than what you've filed
- Learn to cope with rapid instructions from ATC (climb to XX, turn to YY, climb to ZZ - they are saying climb to XX and then turn to YY - not climbing XX AND turning YY... I was glad that I wasn't shy to get that clarified from the ATC)
- Make sure landing lights are on when cleared for take-off and when cleared for the approach from ATC; even during the day - it helps with visibility, and a metal check that you got the clearance
- Parking: the ground was on an uneven level - so the right tanks crossfed to the left tank and spilled fuel - I estimate around 30 L wasted! ($50 wasted.. and sorry environment - I wish I had known; something that I'll definitely watch for every time)

Transport Canada IFR Check Ride - Passed

There is an impressive number of US flight test experiences documented online.  These detailed write-ups are very useful for someone getting ready for their check ride.  I have hardly seen a play-by-play account of Canadian check rides, so I've attempted to document my experience being as detailed as possible.  (you can skip to sections you are interested in, or just skim over my 'what to pay attention to' at the end of each section).  


A big thank you to my flight instructor Barry who helped me get to this point.  He spent a lot of time answering my questions and made himself available on phone and e-mail.


Disclaimer: Always check with your flight instructor before following anything in this blog.  There is a lot of technical IFR language, so I assume you are doing an instrument rating and familiar with the jargon and acronyms.


Below is an overview of the test...
I had my Garmin 405 watch turned on during the check ride so that the GPS track can be later downloaded and analyzed. Below is the track that was downloaded (click on the image below to make it larger)...  we flight planned for 5000 feet east and 4000 feet west.

Background:
The test was held at Peterborough (CYPQ) airport, so I flew the flight test plane there to meet the examiner.  I was told ahead to flight plan CYPQ to CYTR (for approach and missed on ILS 24) to YPQ NDB for hold, and NDB 09 procedure turn and approach.


What I needed to take with me:
- Aircraft journey log and documents
- Pilot License
- Completed forms from my instructor recommending me for the flight test
- Fees for examiner and fees to transport Canada
- Flight Plan
- Weight and Balance
- Completed Flight Plan form
- Current Charts
- Current CFS
- Current CAP
- GFAs, NOTAMS, METAR and TAFs, Upper Winds, etc.
- Hood


Ground Portion:
Permissions: I had to call Trenton military airbase for permission for the approach and then get a Flow number (which is required for all training flights within 100 NM of Toronto).


Filing Flight Plan: I then filed the IFR flight plan under my name (as I was with an examiner - it was in my name... I wonder if they would have allowed me to file if it was an actual IFR weather day)  Note that you'll need estimated approach and landing times ahead of time to get the Flow number and permission for approach at the Trenton.  


Questions I remember the examiner asking:
- Give a weather briefing for the route, along with NOTAMS

- What are the limitations for departure at Peterborough and show where it says that

- What governs take-off
- What are the conditions the take-off must satisfy
- What if there was no RVR and tower observation?  How would you judge (Hint: use runway lights that are 200 ft. apart... look for 2600 ft. or ability to see 13 lights)
- What are the rules for alternates?
- What governs landing (just the MDA / MA)
- What governs approach
- (the aircraft GPS had gotten removed for servicing... so there were no GPS questions; otherwise I suspect there would have been a lot of GPS related questions)
- Review of the Journey Log to ensure that all IFR equipment requirements are met
(nothing on comm failures to my surprise!)


The ground portion wasn't all that long since I was very well prepared (with all the documents and paperwork in a clipboard), and likely because I made a good first impression.


The flight briefing after the ground portion went something like this...  that we would fly to Trenton for the ILS 24, fly back to YPQ for the hold and then commence a procedure turn for NDB 09.  Also, there would be three emergencies I'll be tested on in the flight, if a real emergency were to happen we'll deal with it together, and no simulated emergencies will happen at or under 500 AGL.  There would be no passenger briefing necessary.


With that, he said he'll meet me at the plane... likely so I could catch my breath a bit.


What to pay attention to:
- know runway marker distances
- plan to be above MEA altitude, even if the flight is a short distance


Departure:
I had already completed a walk around, so I organized the cockpit with maps, charts, flight plan, CFS and a hood within reach.  I got in with the examiner, started the plane, asked for radio check at CYPQ UNICOM, did the run up, switched over to Toronto Center (on the ground... as it was an uncontrolled airport) asked for and copied my clearance which went something like:
- " xxxx cleared to CYTR, direct to YTR, direct to YPQ, climb 5000, squak NNNN and call Toronto Center xxx.xxx clear of the Peterborough zone."


Read the above back word for word, switched back over to Peterborough for the UNICOM advisories, taxied and departed.  It was great that there was no traffic at Peterborough (thanks to the weather that was coming in!).


What to pay attention to:
- I could have held runway heading better.  Once I got the hood on during the climbout it clicked this was a test and I was letting the slipstream turn the plane away from the intended heading, but that was all corrected before it got too bad
-I had forgotten to set the transponder code I got during my clearance - I had made a mental note to enter it while copying clearance, but didn't end up entering it while I did the PTILT check (Pitot Heat, Transponder - don't just check its on: but look at the transponder code entered, Instruments, Lights, Time)


En-Route:
(It goes without saying that you should always check your compass and correct your Direction Indicator, especially before turns.)
Leaving the zone: When I was four minutes away (about 5 miles away from Peterborough) I made radio calls to say leaving zone and contacted Toronto Center.  Toronto Centered asked me to enter the Transponder code before they identified me on the radar; I thought I had screwed up big time as the examiner was making a note of it, but later on the ground the examiner mentioned it and didn't think that was all that big of a deal.


Turning towards flight planned route: I turned towards my flight planned heading and wanted to line up with the NDB heading towards YTR (tuned and tested ok).  I turned towards the NDB but the needle was stubborn continuing to show 10 degrees to the left even when I turned towards it, so decided to get back to my flight planned heading and decided to continue at planned heading until I was able to pick up the NDB signal better.


Navigation was going to be tricky as I had expected without GPS and with unimpressive equipment onboard.  Being able to navigation without any outside visual clues to ensure I am on track was a challenge.  Luckily I was switched over to the Trenton Center which approved the ILS 24 approach with radar vectoring and radar vectored me all the way to the approach!  Phew!  Otherwise I would have had to sweat a bit more until I was getting closer to the Trenton NDB, or would have had to think of something on the fly like dialing in the Cambellford VOR and following a radial out with necessary permissions from ATC to do so.  I should have flight planned to navigate using the Cambellford VOR from the start even with though this would have added to the flight times.

(You'll see in the downloaded GPS track below that I was attempting to get to the NDB track, but even though the NDB signal could be heard (with the 90 degree deflection testing showing properly), it wasn't tracking.)

I think that the examiner was happy that I wasn't just sitting there following vectors but actively getting the radio ready for the next expected frequency, and had already the localizer tuned and identified.  I also demonstrated situational awareness by giving him a ETA for the approach (based on the flight planned times)


What to pay attention to:
- Turn towards flight planned heading as soon as permissible
- Have a backup plan in case nav equipment isn't up to par
- Turn NDB switch to Receive to identify (makes it easier to listen to signal)


Approach: 

More Equipment Issues: The approach was tricky because the NAV 2 (as NAV 1 which was part of the GPS was removed) didn't pick up the glidescope signal until I got to the fix (YTR).  If the ILS hadn't worked I would have had to do a localizer approach and reschedule the flight test... so I was happy that worked, and so was the examiner. 


When I was cleared to the approach I got missed clearance which had to be copied down and read back.  It was something like "climb runway heading and turn right direct to YPQ climbing to 4000".  The examiner had taken over the radio work, so that saved me workload.  


I was supposed to keep the hood on all the way down to the MH and go missed with it still on... so I wasn't able to see if the runway was lined up or not.  According to the LOC, I did a good job centering it all the way, but towards the end I did a slight bit of needle chasing... it worked out anyway.  The downloaded GPS track shows that I was right on the money... like someone drew a straight line!

What to pay attention to:
- Don't needle chase at the end where its super-sensitive
- I didn't hesitate at DH to go missed, and knew exactly what the missed procedures were, but I hear people would just sit there at DH fumbling with charts


Missed and En Route back to Peterborough:
Heading back to Peterborough was straight forward.  The flight planned heading worked out exactly as calculated!  I picked up the Peterborough NDB along the way (tuned and tested ok) and tracked to it.  I left the NDB signal on throughout the flight so that I know its working.  I was switched over to Toronto Center which had me climb to 5000 as there was someone at 4000 at the NDB, and had me hold there (and gave me an expected clearance time) - so this was no simulated hold, it was an actual hold!


Uncontrolled Airport Procedures: As we were entering an uncontrolled airport, we advised Toronto Center that we are going to switch over to CYPQ and radio our plans (as CYPQ is uncontrolled); we did that and switched back to Toronto center saying that we were back with them.  Based on your ground speed, distance to zone and time, you should know when to do this 5-10 minutes prior entering zone, as ATC may not tell you to switchover to the uncontrolled or MF zone and advise.


Simulated Emergencies: On the way to YPQ the examiner asked me three emergency questions which I answered well:
- Electrical Fire in cockpit (smoke coming out) (I said the procedures correctly, but thinking back I should have said something more practical saying that I won't panic and I will ensure that the flight is flying straight and level and advise ATC that there is an emergency... although the examiner wasn't looking for me to say this - looked like he just wanted the usual stuff like master off, use fire extinguisher, check fuses, turn one equipment on at a time, terminate flight as soon as possible)
- Alternator Failure
- Pitot blockage; how will I do the ILS approach without the airspeed indicator?


Hold: By the time I got to YPQ Toronto Center told me that the hold was optional - but I asked for the hold since I was going to be tested on it.  I entered the hold correctly (it was a straight forward direct entry).  As soon as I entered the hold and correctly started the timing for the hold, the examiner said I can head back to the NDB for the procedure turn.  He radioed intentions to Toronto Center which cleared me for the approach NDB 09, and told me to contact them from the ground.


Approach and Landing:
Procedure turn outbound: I did the turn outbound with a radio call - keeping it to 1.35 min and not 2 min because of the 15-20 kt tail winds, did the hockey stick procedure turn and turned inbound with a radio call getting my speed down to 90 kts and did the landing checklist.


Procedure turn inbound: The examiner hinted to track to NDB as I was blown out by a bit.  I wasn't allowed to descend to the fix altitude till I was on the procedure turn inbound track.  I got on the inbound, started descending to the fix altitude, and had made it just in time.


Final NDB approach: I radioed intentions to Peterborough traffic, kept correcting to be on course (I had to keep the correction until the needle was opening the other way) and descended until I got to MDA (I was counting down and actually started to level off 100 ft. above afraid to bust the minimums)... but the examiner prompted me to keep going another 100 ft.  I told him that I'd look 2 miles back, but I wasn't allowed to look until I was at the MDA at which point the examiner had me remove my hood.  It was nice to go visual again after more than an hour and 45 minutes staring at the instruments .  It was a bigger relief to see the runway ahead.


Landing: I did a great landing at which point the examiner said he is going to sign my license!  I asked "I passed?!" ( I hope I wasn't sounding too surprised :) )  He said, yes - I did very well and we were going to have a post-flight briefing.


Once down we contacted Toronto Center to close the flight plan.  I got a post-briefing, the examiner signed off my license.  I filed IFR and flew back home!


What to pay attention to for Turn Procedure:
- Be at Safe Altitude UNTIL you are on the procedure turn
- Get down to Procedure Turn Altitude when you are ON THE procedure turn outbound heading
- Get down to the Fix altitude only when you are ON THE procedure turn inbound heading TRACKING the correct track inbound

Preparation for Instrument Rating Check Ride

Read sections 1-11 on Transport Canada Flight Test gude to see what's expected of you.

Separate IR training into components:

- depature
- enroute
- holding

- approach

- missed

Prior to Departure do a NATSE departure briefing:

1. NOTAM / ATIS / WEATHER / Weight and Balance / Flight Plan

2. cAp: Chart date, briefing point by point, frequencies (tower, departure)

3. Terrain: MSA, which way

4. Special Notes: departure, taxiing

5. Emergencies

Pre-Taxi/Taxi/Runup:

- Brief passenger (treat exaiminer as passenger)

- Do NOT be taxiing while writing stuff down!!

- Do Taxi checks (gyros, VOR, ADF, auto-pilot)

- Before take-off, do a PTILT check (don't rush, do most of this prior to entering runway)

Pitot Heat

Time

Instruments - when lined up look at airport diagram with any variation eg. RWAY 24 might actually be 236 degrees)

Lights - throw on landing lights

Transponder - ensure transponder is on

Departure:

With every flight, copy down clearance
- ask for IFR clearance after runup
- copy down word for word
- repeat word for word

- make a note of this in your book, it makes it easier to record and read back clearance:

ATC Clears _________ (your plane)

To ________ (to airport you filed)

Route ______________ (this could be long)

Climb ____________

Contact ____________

SQUAK __________

Climbs:
- Attitude to 8 degrees, Power, then Trim
- Scan altitude, vertical speed, heading

- Give youself altitude countup -200 ft., -100 ft., -50 ft.

Level off:
- Attitude, Power, then Trim

- Start the level off -10% of VSI (eg. 400 ft/min - start level off at -40 ft. of level of alt.)

Straight and Level:
- Always Remember: Attitude + Power = Desired Performance
- Keep scan going and correct one thing at a time

Turns:
- Always turn at rate one turn: 10% of speed + 5

- Come out of turn 1/2 angle lead in rolling out to a heading.

Steep Turns (360 degrees either left or right):

- Stabilize heading and Altitude

- Do a HASEL check (turn carb off); ask exaimer to check for clearing turns

- Enter into the 45 degree turn

- Add power as you cross the 30 degree mark

- Don't allow for nose to drop

- Come out at 20 degrees prior to selected heading

Unusual Attitudes:

- Watch Airspeed: Low - FULL power; High - power OFF

- Bring wings to level

- Watch Altitude: Climb (important) or Descend

Descends:
- Power, Attitude to 2 degrees (just below line), then Trim
- Scan altitude, vertical speed, heading

- Come out of descend 10% of vertical speed (eg. 400 ft/min turn - start to level out +40 ft.)

- Give youself altitude countdown +200 ft., +100 ft., +50 ft.

When landing

- get "cleared for approach to xx airport"

- you can declare the approach you prefer (if they don't say which one)

- they will then hand you off to the tower/MF (sometimes this happens really late)

- typically you can tune in on the 2nd radio to get ATIS to notify tower/MF you are coming

- they might say "4 on the slope" - this means you have to maintain 4000 intercept

Holds

- FIRST THING TO ASK WHEN HOLD IS GIVEN IS EXPECTED CLEARANCE ARRIVAL TIME (when to leave hold)

- Pay attention to left (non-standard) or right (standard)

- ensure you have: Note time (drop dead time to get on to alternate depending on fuel requirements: Holding Time Available = Fuel - Reserve Fuel + To Alternate Fuel)

- slow down before getting into hold, take winds into consideration

- if hold is not published, you should hold on inbound track

- re. winds - you can add double surface winds and add 30 degrees to surface winds

- timing

- don't wait for NDB to go 360, begin turn when its abeam

- start outbound when you are abeam (NDB) / FROM to TO (VOR)

- start when you rollout of track to inbound

- adjust outbound so its 1 min. (under 14,000 ft.) or 1.5 min. (over 14,000 ft.)

- headwind on outbound, reduce outbound / tailwind on outbound, increase outbound

- call entering hold, call established hold

Turn Procedure

- You don't need to follow the procedure turn diagram indicated in the chart

- You can use other variations, as long as you are on the procedure turn side indicated in the chart (90 degrees + 270 degrees, or circle / 1 min. turn, 2 min. parallel typically)

- Don't blow the SAFE distance (typically 10 NM from NDB)

- (on non-standard procedure turns, start timing after crossing center line)

- Do not descend to fix altitute before inbound (intermediate leg) path to fix

- Do prelanding checks on outbound (but keep carb heat off and flaps up until approach)

- Procedure turn: call beacon inbound (for procedure turn), beacon outbound (on procedure turn), intercept ILS or NDB

Approaches

__NDB

- **can only decend to fix after intercepting final course**

- setup speeds with flap settings *prior* to intercepting fix so that you can keep track of time

- pick a speed that is favourable and *maintain* that speed throughout

- start timing after becon completes rotation

- for non-precision decend to MDA and continue at MDA height looking for runway till time runs out (so that you don't go missed prior to getting to runway sighting)

- start looking a mile back (approx 40 seconds back?)

- when circling, never loose sight of runway

- when circling, maintain the preset speed and keep bank to under 30 degrees

__ILS

- Need to be at MSA during procedure turn ; can only decend to specified altitude for approach after intercepting final approach course

- follow the approach vertical and horizontal on intercept in final approach fix - be at intercept altitude to intercept vertical ** do not decend immediatly to fix altitude (as in NDB) **

- Give youself altitude countdown +200 ft., +100 ft., +50 ft.

- don't chase needle, just make sure it doesn't move the opposite way / arrest needle moment

http://whitts.alioth.net/Pageg82%20Instrument%20Proficiency%20Review.htm
http://www.crazefamily.net/ifr_training.htm#P1L1

Other things learned:
Engine managment is must:
- start at 500 rpm and slowly increase after stablization
- lean 1 inch after startup
- power up and down gently

Communications failure: FIRST SET TRANSPONDER TO 7600

Shutdown:

- ensure that all electricals are off (so you don't have a power surge)
- starve the engine first by pulling mixture, then turn off mags

IFR Check Ride Oral Questions Preparation

Weather

- What to expect before/during/after a front passage (wind, temperature, pressure)

- Review GFA (T), NOTAM, Pirep (01 is urgent), Surface Area, reading winds from chart, Sigmet codes

Flight Planning

- Fuel Requirements: calculated flight time, runup/taxi/climb/flighttime, missed, alternate + 45 min

- Go through the Journey Log

H hundred hour (if for hire)

A annual

S static/pitot & altimeter check within 24 months

T transponder check within 24 months

E ELT within 12 months, ½ life of battery, or 1 hr cumulative use (Battery Past 2 years)

- Review alternate requirements (and use of GPS alternate)

Navigation/Instruments

- Review how to calculate distance from VOR/ADF

1. keep station to left or right - or other way to allow for degree change;
2. calculate minutes to station = seconds to change / degrees change

3. calculate distance by using ground speed

- How do we check VOR (other than the signal), and what is tolerance?

1. Air: Dual VOR cross check error should not be more than 4 degrees

(or 6 degrees when looking at ground landmark)

2. Ground: Error should not be more than 4 degrees

3. VOT: 180 - to, 360 - from - error no more than 4 degrees

- How do we check ADF (other than the signal) and what is tolerance?

+/- 5 degrees for approach, +/- 10 degrees for navigation

Check to see if the bearing is correct, use test button to see 90 degree deflection

- Go over the chart and map symbols

- What's the airway length/width

VOR: 50.8 / 4.5 degrees / 8 NM

ADF: 49.66 /5 degrees / 8.68 NM

- MEA, MCA, MOCA, MAA

MCA is Minimum Crossing Altitude

MAA is Minimum Authorized Altitude

- What's a VOR-A approch

Runway is more than 30 degrees from ILS approach

- VOR dots

two degrees

- ILS dots

1/2 degree

IFR Flying / Approaches

- Minimum deflection is 5 degrees on NDB or 1/2 scale deflection on ILS

- Where is missed approach commenced from?

DA in precision

MAP in non-precision when time runs out (not as soon as you reach MDA)

- Review procedures for off-site instrument approach

- Follow missed procedure as per chart

General Knowledge

- Need to fly within 60 min. of IFR departure time, or SAR will be initiated

- Need to advise ATC if changes to Route, Altitude, Destination

- Tell ATC when reaching altitude, leaving altitude

- Diagram Pitot/Static and Electrical and Fuel

- What to do if the airport doesn’t have weather forecasts

- Currency requirements

- Only two ways to join circuit in ATF - mid-left downwind, or straight in downwind

Something to read if time... http://www.scribd.com/doc/9567/POH-rus

http://docs.google.com/gview?a=v&q=cache:lEgtL83UZOYJ:www.flightinstructortheresa.com/ifrdownloads/guide_to_ifr_flight.pdf+pitot+static+check+24+months+compass+12+months&hl=en&gl=ca

http://books.google.ca/books?id=kDkh5_YspokC&pg=PA467&lpg=PA467&dq=radio+calls+instrument+landing+uncontrolled&source=bl&ots=-9G9_IDxZy&sig=6DUut75KwCy1qNw-SCdR-b77OVM&hl=en&ei=YqKMSoaxK4ugMLTChcwP&sa=X&oi=book_result&ct=result&resnum=1#v=onepage&q=&f=false

IFR Cross Country Flight

IFR Cross Country / July 30, 2009

Flight Plan Filed: CYGK direct to CYOO for approach direct to CYPQ for approach and direct to CYGK / Alternate: Ottawa

• Download knee board log from http://www.bruceair.com/goodies/goodies.htm
• Do flight planning on fltplan.com
• Calculate fuel requirements:
• - taxi/take off/delays
• - to destn + approach + missed
• - to alternate
• - additonal 45 min.
• - see how much fuel you have and translate it to time (if you are asked to hold, you would know how long you can hold before requesting alternate or somwhere else)
• Check to see if alternate meets alternate minima
• Review all approaches
• Review routing / and be prepared for ATC change to routing on clearance
• Need to get authorization / flow number if its practice IFR cross country (800-628-4831)
• File flight plan (on behaf of the instructor - get his/her licence number) and give flow number

Lessons learned:

• If +/- 5% of air speed field call the tml/ctr you are with to say "...has ammendment to airspeed filed when ready"
• Read back ALL clearances (even when they say "cleared for ILS R19"
• NDB
• - don't chase the needle when you are close to the beacon
• - start the timing outbound when you have passed the beacon line
• - know intercept angle and where you are at all times
• Always be prepared for the next step (tune in freq./listen to ATIS)
• When in takeoff/control zone - make yourself visible by turning on all lights
• Make calls brief (eg. when contacting tml or ctr, just say "XXXX clearing XXXX for XXXX"
• Don't need to read back squak code / or say squak ident when asked to do

IFR Written Notes - Part 3 - IFR Weather

MET
Know Symbols
- Continous (green)
- Showery (green)
- Turbulance (red)
- Freezing Level (red lines)
- Drizzle
- Snow
- Ice Pellets
- Freezing Rain/Drizzle - most severe from 0 to -15 degrees C
- Occluded
- Stationary
- Frontogenesis
- Frontolysis
- Line Squall (Purple)
- Severe Rain Squall
- Troval
- Continous Rain
- Intermittent Rain
- Thunderstorm

Sky Conditions
VV - Obscured
Few 1-2 / 8
Scattered 3-4 / 8
Broken 5 <> 5/8 coverage

GFA
- Date in Day / Month / Year
- valid for 6 hours
- IFR outlook area in GFA is valid for 12 hours
- 7 domains
- issued 4x a day 1/2 hour before beginning
- QS is Quazi Stationary moving <> 20 KT or Gust > 30 KT
- Cloud tops shown
- All heights in ASL
- IFR when <> 5 SM and > 3000 FT AGL

Moisture
- Relative humidity is the percentage of saturation
- Dewpoint is the temperature air must be cooled for 100% saturation
- Warmer the air, more the water it can hold

TAF
- Calm if < style="font-weight: bold;">Icing
- severe in 2 degrees to
-40 degrees

Clear
- unstable cumulus
- 0 to -7 degrees
- smooth, heavy, formed from large super cooled
- spreads back
- forms on wings, etc.

Rime
- stable layered clouds
- 0 to -15 degrees
- small, formed from super cooled droplets
- opaque and granular
- builds forward
- forms on sharp surfaces
Got a question on the test - about if Clear Ice is worst in (a) cumulus or (b) stable and (1) most/least across horizontaly or (2) most/least across vertically - got all combinations of the above; I picked (a)-(2) - i.e. cumulus, most across vertically

Light - Dangerous if flight > 1 hr
Medium - Anti Icing required, divert
Severe - Immediate diversion - anti icing will not help

WS on Aviation report means SIGMET
- Short term warnings
- active TX, line of TX, heavy hail
- severe turbulance/icing, moutain waves, hurricanes, dust storms, low level wind shear - broadcast on IFR/VFR ATS frequencies on receipt
Got a question asking if I hear "SIGMENT Bravo" on the ATIS, what should do I - contact FSS, Contact Ground, Details given on Delivery, or details given in Clearance

AIRMET
- when not in GFA and not requiring SIGMET
- IMC, Freezing preciptiation, moderate iciing, moderate turbulance, isolated thundershowers
- >60 degree wind change
- Valid till next GFA

PIREP
UACN01 <- 01 means urgent TA <>50% XTNSV

Winds > 20 KT - feathers point towards FROM wind direction
solid pendant means 50 KT?

Corrections
CCA (1st)
CCB (2nd)

IFR Written Notes - Part 4 - General

Weather Radar - yeah, doesn't seem important, but got to know about it for the exam
Heavy Turbulance and Hail - hooks and fingers
Attenuation
- happens when there are rain showers between aircraft and thundershowers
- happens when there is ice or heavy rain near radome
Reflection greatest in Wet snow
Reflection least in Dry snow
Gain - adjusts radar sensitivity
Tilt - adjusts pitch of antenna

ADF Errors
- Accuracy: 10 degree enroute, 5 degree approach
- Station Overlap
- Electrical storms
- Night effect (greatest 1/2 hr just after sunset, and 1/2 hr before sunrise)
- Quadrantal errors - radiowaves deflect when they strike aircraft
- Mountain error
- Electrical storms

UHF Equipment
- Glidescope
- DME
- TACAN

VOR Errors
- Accuracy: 3 degrees
- Check: VOT/Comparing two VOR: no more than 4 degree deflection; enroute: 6 degrees
- there is protection when following glidescope between 6-9 degrees and within 4 NM

DME
- Accuracy 3% or +/- 0.5 NM
- When checking at station: 0.5 NM
Distance = Sqrt ( Slant Range NM^2 - Altitude NM^2)
(altitude = FT / 6075)

ILS
- Beam width 1.4 degrees
- Above horizontal 3 degrees
- 4x sensitive, 2.5 degree deflection is full (0.5 degrees each dot)

Airspeed Errors
Pitot Block
- Climb Over-read
- Descent Underread

Static Block
- Climb Under-read
- Descent Overread
The question in the exam was what happens when pitot tube is blocked and when a/c is straight and level, and power is increased

RMI
- Tail points to from radial of VOR
- Head points to ADF "Track to Station"

HSI
- didn't answer the question in the exam - had to do with what you set it to to intercept

STAR - Standard Terminal Arrival Route
- *Open Star - Terminates at Downwind Terminal Waypoint (DTW)
- Closed Star - Terminates at Final Approach Course Fix (FACF)

*When approach clearance is given 3 miles or more, Open Star becomes closed star (i.e. intercept FACF)

ADF Intercept - Pay attention to
- INBOUND OR OUTBOUND track to intercept
- Relative Bearing
First draw position of the plane, the heading and the ADF
- figure out if you are left or right of the ADF
- if you are left of the ADF track, intercept bearing + intercept angle
|
|
|
x |

- if you are right of the ADF track, intercept bearing - intercept angle
|
|
|
| x
- you know that you have intercepted when you are at the calculated Relative Bearing to Station
Magnetic Heading + Relative Bearing = Magnetic Bearing to Station

Wake Separation
3 min. if intersection departure
2 min. if threshold departure

If Radar departure < style="font-weight: bold;">GPS
- 6 planes
- 4 satelites in each plane
- 24 satelites, 2x daily orbit at 10,900 NM above
- 4 satelites to caculate position and velocity
- RAIM requires tha tthere are at least 6 satelites in view
- Limitations
- interferance
- signal masking in steep mountains
- if shut down by the US
- database needs to be updated 28 to 56 days notice

Alternate Minimums
GNSS approach at altitude only when
a. served by traditional approach aid there
b. RAIM or WAAS there
c. LNAV approach there
d. available at planned ETA
e. GPS tested periodically and at least once mid point to destination
f. If GNSS at alternate, it should not be used by destination
g. Only LNAV minimums should be used (no lateral/vertical - LNAV/VNAV or LPV)

Request NOTAM file KNMH to check +/- 60 min. before ETA
OK when one satellite is out
if 2 or more satellites are out, need to see if approach level RAIM is available (with RAIM prediction software) - unchecking the out satellites

WAAS
- ensure WAAS NOTAM not failed
- ensure wide spread WAAS outages
- check aerodrome NOTAM for LNAV

GNSS/GPS Approaches
GPS Overlay
- GPS equipment used to fly an approach based on traditional aids
- Eg. ILS or NDB Rwy 13 (GNSS)
- need GPS avionics to be certified
- need ground level equipment to work
- RAIM prediction should work
- Need to request "Request GPS Overlay Runway XX"
- ATIS will ask which aid
- Can buy pass procedure turn and turn directly to FAF
- Can even not monitor NAVAID - unless required by AFM
- Can even fly when Navaid is termporaily out of service - unless required by AFM

Standalone approach
- GPS is the exclusive approach aid
- Use Prefix RNAV
- Minima
- *Localizer Precision w/ Vertical Guidance
- *LNAV / VNAV (vertical/lateral navigation)
- LNAV - lateral navigation only - non precision

* Not considered to meet precision approach requirements (approach with vertical guidance)
* APV landing

Pilot generated way point not okay for appraoch (enroute is okay)

RAIM
- should be checked +/- minutes ETA
- Before GNSS Takeoff
- Before GNSS approach
- if not available, advise intentions (delay or fly another or fly alternate)

Take off minima
a. At or above
b. If not above or fluctuating, or below min. t/o visibility, or not reported - ground vis
c. visibilty observed by PIC

Missed Approach Point - Non Precision
Decision Height - Precision

VFR
Manufold Pressure
Oil temp
Oil pressure
Fuel indicator
Altimeter
Compass
Time piece
Air speed indicator
Radios

DD II DD
NN NN II

IFR - day
+ Attitute
+ V/S Indicator
+ 50% fuses (yes, even in day!)
- Pitot heat
- Temperature (outside)
- Power failure warning
- Alternate source of static power
- Pitot/Static checked within 24 months
- Electrical energy

IFR Written Notes - Part 2 - IFR Charts, Procedures, Planning

Com Failure Procedures
Route
- Assigned by ATC, Expected Clearance
- Radar Vectored? Direct to fix, route or airway
- OR Flight Planned Route

Altitude - Highest Of
- Altitude last assigned and acknowledged
- Minimum IFR Altitude
- Altitude ATC said to expect
- Radar Vectored? Climb to minimum IFR Altitude until arrival at FIX/ROUTE/ARRIVAL

Descent for Approach - Later of
- Original ETA
- ETA Notified or Acknowledged by ATC
- Expected approach time

Hold
- Leave at EFC / EAC
- If Hold Fix is not Approach Fix, leave fix at EAC time
- If you have not received fix time, procced to fix and commence descent

Holds - if you were given a leave time before reaching hold
- You can slow down airplane so as to reach the fix at the leave time!

Use Ground Speed calculated from TAS, not IAS or CAS for calculations
PAR approach procedures in the GEN section of CAP

VOR

FROM
XX Degrees set (eg. 120 degrees)
- | -
- | -
- | -
- | -
- | -
|
|
- | -
_____-__________________-______
- | -
- | -
|
- | -
- | -
- | -
- | -
- | -
|

TO

Illusions

Downslope Low High Approach
Upslope High Low Approach
Narrow High Low Approach
Wide Low High Approach
Rain Close to runway High Approach
Bright Runway Low High Approach

Clearance - CRAFT

1. ATC Clears Ident
2. Clearance Limit
3. Route
4. Altitude

5. Frequency

6. Traffic / Special Instructions

Approach Ban
- A 1200
- A/B 1200 / 600
- A 1200
- NOTE THAT THE VIS (IN SM) AND RVR IS ADVISORY AND FOR FLIGHT PLANNING ONLY!! Eg. if it says 2600 RVR - doesn't apply for approach / Ceiling is the only thing that matters unless you run into the above (A, A/B, C) constraints or if below 1/4 SM ???
- Exceptions to Minimum RVR
1. Passed Outer Marker
2. Training flight with missed intended
3. Ground Vis > 1/4 when RVR fluctuating above and below minimum
4. Precision approach to CAT III minima

CAT I - 300 FT?
CAT II - 250 FT?
CAT III - 100 FT?
GPS Minima - 250 FT

When maintaining 3 degree glidescope
Strong headwind - decrease in ground speed, decrease in descent
Strong tailwind - increase in ground speed, increase in descent

Rate of Descent for 3 degree slope should be ground speed x 5

IFR Written Notes - Part 1 - Air Law - Instrument Rating Written Highlights

Know how to read a NOTAM

GG CYYZLFNI
141736 CYYZLFNI
(DAY) (TIME IN UTC)

060007 NOTAM N CYOW OTTAWA INTL
(YEAR) (NOTAM NUMBER) (N FOR NEW, C / CANELLED, J / CFRI, R / REPEATING, Q / QUERY/RESPONSE)

CYOW ILS 078 U/S TILL APRX 0601191200
IF APRX USED, THERE WILL BE A CANELLING NOTAM
(YEAR, MONTH, DAY, HR)

VASIS - 4 NM Visibility, 3 degree approach

PAPI
W W R R is correct

VASIS - 3 Bar

Normal aircraft (25 Ft. Normal - up to DC-8)
High
R
W W
W W

OK
R
R R
W W

LOW
R
R R
R R

Wide Body
(45 Feet Eye to Wheel)
High
W
W W
N/A

OK
R
W W
N/A

LOW
R
R R
N/A

Position Reports
- not necessary if radar identified unless in an altitude not appropriate for direction
- note that you have to revise if the ETA for next position reported is +/- 3 minutes

1. ID
2. Position
3. Time (UTC)
4. Altitude
5. IFR or VFR Plan
6. Next reporting point and ETA
7. Name of next succeeding reporting point (without the "on request" reporting point)
8. Additional Information
(Note that there was a tricky exam question - there was a on request reporting point - A, a regular reporting point - B (Montreal airport), two more on request reporting points C and D and then the final airport (Ottawa). The question was what do you say if A was a requested reporting point. Choice 1. A, then B and then C (even though it is an on request reporting point) 2. A, then C (on request), and then D(on request) 3. A, then B and then D (on request). I picked choice 1.

Flight Plan Canceling
- Pilot can CANCEL IFR flight plan in which case SAR/Alerting is still active and pilot will need to CLOSE flight plan
- Pilot can change from IFR to VFR flight plan (but need to explictly say this... you'll see that the rules are confusing and leads you to believe that when IFR flight plan is cancelled, flight plan is automatically changed to VFR - not true!)

Approach
- When there is an approach, IFR will clear you to a published approach
- When no approach, ATC will clear you to the MEA, you can descend to the MOCA for 30 min. and retain ATC protection if unable to cancel IFR at MEA (if controller doesn't hear from you, they will automically add 30 min.+ETA to SAR times)
- I got a question wrong on this... if ATC simply clears you to MEA, do you report to the ATC which runway and which approach you intend to take?

Flight Planning
- Speed is in TAS
- You need to revise if it is +/- 5%

Holds
- make at least 3 degrees per second or 25 degree bank angle
- inbound leg hold time 1 min if less than (including) 14,000 feet and 1.5 min if more than 14,000 feet
- Hold minimum speed:
Prop 175 KIAS
or for jet 230 KIAS <= 14,000 feet and > 14,000 feet is 265 KIAS
Shuttle speed should be 200 KIAS Maximum (necessary when more than 2000 feet descent/climb in mountainous areas)

Maximum Speeds
<>Contact Approach - Pilot Initiated Only
Clear of cloud
1 NM flight Vis
Visual reference to earth
ATC provides IFR separatoin and will issue missed (if there are no published missed approach procedures, you won't get contact approach)

Visual Approach - Pilot or ATC Initiated
Ceiling 500 feeet above vectoring altitude
3 SM visibility
Airport sighting required
ATC provides IFR separatoin and will NOT issue missed

Uncontrolled airport procedures (if an airport has an IFR approach, it will be marked black on the chart - as opposed to green)
1. 5 min. before approach procedure
2. Passing fix for approach turn (if no approach turn, intercepting final approach track)
3. Upon passing approach fix (or if no approach fix, 3 min. before estimated time of landing)
4. When commensing circling procedure with intentions
5. Turning in final approach
6. Missed approach

I believe I got a question wrong related to approach - what if you were to do a missed, and you don't get instructions from ATC / Tower... do you...
a. proceed to fix and go directly to alternate
b. do another approch from fix
c. contact ATC
d. do a hold?

Aircraft Categories - climb or approach speeds where applicable
A < style="font-weight: bold;">Circling Approach (gives you 300 ft. clearance above obstacles)
A 1.3 NM
B 1.7 NM
C 1.9 NM
D 2.3 NM

IFR On Top - assigned to reduce ATC workload
- Needs to be autorized by ATC
- 1000 ft. above well defined cloud top
- 3 SM Vis (as opposed to 5 SM for VFR on top)
- B, C, D or E airspace
- No separation (except at night, and when holding)

Extreme Cold Temperatures
- 1000 FT over MEA (except if radar vectored - these are already adjusted)
- Note that areas 1 and 2 (Rocky's and Baffin Islands) requires 2000 ft. obstacle clearance 5 NM from airplane, and areas 2,3,4 require 1500 ft. obstacle clearance 5 NM from airplane

Alternate Minimums
BECOMING / TEMPO - not below alternate minima (use worst case time if improving or if detoriating)
PROB - not below landing minima
a. 2 or more precision - 400-1 (or 200 - 1/2 above HAT)
b. 1 precision - 600-2 (or 300-1 above HAT)
c. non precision - 800-2 (or 300-1 above HAT)

1. Note that 400-1, 600-2, 800-2 are AGL and fixed... you don't need to do add above HAT
2. 200-1/2, 300-1 needs to be added to HAT
You would compare 1 and 2 and use the highest.
If you are using standard 400-1, 600-2, 800-2 you can use sliding scale - 600-2 can be 700-1 1/2 or 800 - 1 and 800-2 can become 900-1 1/2, 1000-1)

Aerodrome Advisory 3 mile vis and 500 ft above HAT
GFA - no cloud (scattered, few, whatever) < style="font-weight: bold;">Missed Approach
- Conduct from original clearance (not from missed approach for circling landing runway)
- Minima published for straight in when runway is within 30 degrees

Altimeter current
- withhin 90 min. of observation

Radar Required approach
- Initial approach segment will be missing

Flight Separation
1000 ft below and including FL 290
2000 ft above FL 290
- note that it is FL when altimeter 29.92 is used

Take Off minimums
- governed by Visibility
- (a) RVR - unless fluctuating above and minimum or low due to localized conditions
- (b) Ground Vis
- (c) Observed by PIC
In no way should it be less than 1/2 SM
Standard (indicated by a *) is 2600 or 1/2 SM
If Spec(ific) Vis(ibility) is used, need to use category
-A 1
-B 1.5
-C 2
-D 2
Obstacle clearance is based no 35 ft. above departure of runway, climb to heading of 400 AAE before turning, maintain climb gradient of 200 FT / NM