mental preparation guide for based on - horizon...

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Mental Preparation Guide

© Horizon Swiss Flight Academy Ltd page 1 of 122

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MENTAL PREPARATION GUIDE

for

IFR LOFT-TRAINING

based on

HORIZON Procedures and Profiles

for DA 42 Twin Star

SIMULATOR & AIRCRAFT

Author: Silvio Dreier Revision: Max Andersen 4rd edition, December 2009 Price: CHF 40.-

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Mental Preparation Guide


TABLE OF CONTENTS

WELCOME & Introduction.............................................................................................................................3 Possible flight program for JAR/FCL ...........................................................................................................5 QUESTIONS.....................................................................................................................................................6 BASLE - Mulhouse (BSL/LFSB)......................................................................................................................... 6 BERN-Belp (BRN/LSZB) .................................................................................................................................. 15 BESANCON-La Vèze (LFQM) ...................................................................................................................... 25 COLMAR-Houssen (CMR/LFGA) ................................................................................................................ 29 Hints for your preparation of Y-flights (cancelling IFR):......................................................................... 37 Example 1: y-flight Zürich to Mengen................................................................................................... 37

Hints for your preparation of Z-flights (joining IFR):................................................................................. 38 Example 2: z-flight Mengen to Friedrichshafen .................................................................................. 38

FRIEDRICHSHAFEN (FDH/EDNY).................................................................................................................. 39 GRENCHEN (LSZG)........................................................................................................................................ 51 LES EPLATURES (LSGC).................................................................................................................................. 59 MONTBELIARD-Courcelles (LFSM).............................................................................................................. 65 ST.GALLEN-Altenrhein (ACH/LSZR) ............................................................................................................. 69 ZURICH-Unique (ZRH/LSZH).......................................................................................................................... 73

APPENDIX: SUPPLEMENTARY CHARTS ........................................................................................................90 ANSWERS......................................................................................................................................................95 BASLE-Mulhouse (BSL/LFSB)......................................................................................................................... 95 BERN-Belp (BRN/LSZB) .................................................................................................................................. 98 BESANCON-La Vèze (LFQM) .................................................................................................................... 100 COLMAR-Houssen (CMR/LFGA) .............................................................................................................. 102 FRIEDRICHSHAFEN (FDH/EDNY)................................................................................................................ 104 GRENCHEN (LSZG)...................................................................................................................................... 107 LES EPLATURES (LSGC)................................................................................................................................ 110 MONTBELIARD-Courcelles (LFSM)............................................................................................................ 113 ST. GALLEN- Altenrhein (ACH/LSZR)......................................................................................................... 115 ZURICH-Kloten (ZRH/LSZH)......................................................................................................................... 117

GLOSSARY/ABBREVIATIONS.....................................................................................................................120

Sequence:

• Questions • Maps and charts for TRAINING PURPOSE only, June 2009 • Answers

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Mental Preparation Guide Welcome & Introduction


WELCOME & Introduction • Thank you

for reading this introduction. It should tell you whether to consider this book worthy of study or not.

• Our main objective

this documentation is:

• a high training standard related to students at reasonable costs • gaining maximum profit out of minimum flight time through detailed mental preparation

• shortened briefings and debriefings saving both time and money • “Learning the right way by making mistakes during training“

One knows that experience cannot be taught. Each human being learns by making his own mistakes and hopefully avoiding them the next time. However, we achieve the same effect by making mistakes during mental preparation with paper and pencil. Do we really need simulators or aircraft for this purpose..? Of course, practising things in the aircraft which could also be done on the ground, sometimes leads to success. If you do not mind being frustrated spending a lot of money to make slow progress and to get a low standard, you should feel free to choose this “solution“. In this case avoid wasting time with answering the questions in this book and start “building up experience“ right away. Your progress during flight training could be faster, if you considered it a wor-thy investment to work your way through this book. Thus, I wish you a lot of fun and I am glad to give you some hints.

• “Avoid monkey training“ Each airport used by HORIZON during LOFT-Training covers different key points and special tasks to enable students to gain as much effect as possible out of

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Mental Preparation Guide Welcome & Introduction


a minimum of flight time. These key points are referred to in this book. To avoid contra-productive “monkey training“, the examples here are intentionally slightly different from those occurring during your practical training on the simulator or in the aircraft. By answering all the questions rather than selecting just one airport you will gain a maximum overview. This will enable you to transfer given thoughts to other airports.

• Copyright: Purchasing this book will help to update, modify or even extend its content. Please do not photocopy but buy your own book. Thank you for being fair. Copyright by HORIZON Swiss Flight Academy.

Silvio Dreier, FI/IRI/IRE 23’039

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Mental Preparation Guide Possible flight program for JAR/FCL


Possible flight program for JAR/FCL

Introduction flight ZRH – CMR – ZRH Block time 2h 00

• CMR: NDB 19 / circling 01 - Safe normal operation

• CMR: ILS 19 / circling 01 - Correct approach speeds

• CMR: Visual circuits - Correct landings on defined point

• ZRH: HS ILS 14 / 16/ 28/ 34 - AP flown

Short field approach and landing ZRH – GRE – BRN – ZRH Block time 1h 40

• GRE: VORDME 25 - Correct step down for non precision approach

• GRE: Visual circuit - Correct approach speeds for short field

• BRN: ILS 14 / circling 32 - Short field landing in 100m

• ZRH: HS ILS 14 / 16/ 28/ 34 - FD flown

Y / Z flight l ZRH – FDH – EDTM(EDNL) – ZRH Block time 1h 30

• FDH: SE LOC 06 / 24 T/G - correct engine failure handling ILS 06 / 24 - Good flight preparation for VFR part

IFR cancelling / VFR - Safe visual low flight (look out, minimums)

• EDTM: VFR departure / joining IFR - Planned changing point and alternative • ZRH: HS ILS 14 / 16/ 28/ 34 - Raw data, single engine demonstration

Y / Z flight ll ZRH – LSGC – LFQM – ZRH Block time 2h 30

• Enroute cancelling - Correct aircraft handling for twin rating

• LFQM: VFR app and dep - slow flight manoeuvres and steep turns

• Enroute joining - Planned changing point and alternative

• ZRH: HS ILS 14 / 16/ 28/ 34 - correct engine failure handling

Night flight ZRH – SXB – EDTL – ZRH Block time 3h 00

• SXB: ILS 05 / 23 - Safe night operation • EDTL: NDB / LOC 21 / 03 - correct night landings • EDTL: Night visual circuits - correct night visual circuits • ZRH: HS ILS 14 / 16 / 28/ 34 - FD flown

Check program l ZRH – GRE – BRN – ZRH Block time 1h 20

• GRE: SE VORDME 25 - Proficient MEP CPL/IR initial skill test

• BRN: VFR approach


Check program ll ZRH – FDH – ACH – ZRH Block time 1h 20

• FDH: SE LOC 24 / 06 - Proficient MEP CPL/IR initial skill test

• ACH: VFR approach


Reserve Block time 1h 40

Total block time before MEP/CPL/IR skill test 15h

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Mental Preparation Guide Questions


QUESTIONS BASLE - Mulhouse (BSL/LFSB) STAR: (no remarks) SID: Think about your (possible) NAV setting: DEST BRN 1.) RWY 33/HOC 5N: 2.) RWY 15/HOC 5 ... 2230 LT:

C1 N1 C1 N1

C2 N2 C2 N2

DME ADF N/A DME ADF N/A

IAC: 1.) ILS 15 via ALTIK (TMA Colmar active): A) You are in the ALTIK-Holding at F060. BSL clears you for app.

Explain

a) NEXT 2 STEPS after ALTIK b) NAV setting on DME arc

B) Coming from Strasbourg, BSL Arrival vectors you for a straight in ILS 15-app:

Your position is on Trk 184 to BLM / D27 at F070. The French controller tells you:“ ... fly Hdg 200, DESC A038 on QNH 999, you are cleared for straight in ILS 15-app, report 4 miles final“.

a) Is this CL correct? If not, what is wrong? What kind of action will you

take? b) Where will you report “4 miles final“?

C) Following a STD missed app what will be your NEXT STEP after passing BS?

C1 N1

C2 N2

DME ADF N/A

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2.) VOR DME 15 and NDB 15: Having a look at these two IAC’s, what is: A) a) generally common? b) generally different and requiring special attention?

B) Which kind of intercept during the NDB app to final will you apply after pass-

ing D12.0 CLR TAC? 3.) Circlings: A) There are different circling MDA’s for the same acft category. One on the

IAC, the other on the circle to land chart. Why? B) You are CL for an ILS 15/ circling 26 app, the reported CEIL is BKN 007, VIS

2000 m. a) Which kind of circling will you choose? b) In case of NO CONTACT at the MDA where/when do you initiate a go-

around? c) NEXT STEP after passing BLM in case of CONTACT? d) When will you leave the “prescribed track MDA“?

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BERN-Belp (BRN/LSZB) STAR: You plan a Z-flight from Montbéliard-Courcelles to BRN. Your intention is

to join IFR as soon as possible. Which one is the shortest routing to BRN? � See JEPPESEN Enroute: Domestic ATS Routes within Switzerland Route: VFR part ? IFR part ? SID: A) Flying from BRN to LSGC, ATC clears you for a AMRID 2S-DEP (RWY 14). Your

Twin Star climbs around 1300 FPM initially at a GS of 90 KTS. a) What is your approximate CLB gradient? b) Assuming that you CLB with such a gradient, will there be anything spe cial about flying this SID? IAC: BRN is a good example of different DA’s/MDA’s acc. to missed app CLB gradi-ents. If you would like to study an extreme example of this, have a look at the enclosed map of CHAMBERY AIX-LES-BAINS. Your Twin Star has rather a low SE performance for this category of acft. The av-erage SE CLB grad at light weight is around 2.5%. Fill out the table below with the respective DA’s/MDA’s and VDP’s (GS 90 KTS) both for normal and SE-ops.

CAT. A Normal ops SE ops(CLB grad 2.5 %)

ILS DME 14 LOC DME 14 Circling 32: • ROMEO / prescribed • CITY / prescribed

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Training (M)DA 3000’ (1332’): The increased (M)DA serves as a noise abatement procedure and makes sense only if you fly several app’s with GA’s. Flying training app’s with TG or full stop makes this increased (M)DA obsolete. Therefore, use minima as shown in the table. However, the lower minima are also available for training on request for GA’s => ATC: „request lower minima or low approach“. 1.) ILS DME 14: For question A), B) & C) � see “ST.GALLEN-Altenrhein, 1.) ILS DME 10“ D) Proceeding from WIL to BIRKI: a) Which kind of entry into the holding will you apply? b) Inbound turn is normally after 1 Min. You are very high today and

decide to extend to D 12.0 before turning inbound. Explain your track-ing.

E) After a GA you proceed to BIRKI with FD/AP ON. a) What is your N1/2-setting when flying outbound? b) How do you program your FD flying towards BIRKI to enter the holding

and intercepting final app? 2.) LOC DME 14: � see “ST.GALLEN-Altenrhein, 2.) LOC DME 10“ 3.) Circling 32: There exist two different prescribed circlings, the ROMEO and the CITY circling. A) Supposed you fly a SE ILS 14 / ROMEO circling 32 app, write down the de-

tails in sequence from approaching SE-DA onwards until touchdown.

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BESANCON-La Vèze (LFQM) This full procedure lies in uncontrolled airspace and there is also no ATC taking care of you for app, landing and departure. There exists no STAR/SID for this air-field. If Besançon Info is on duty you might be given the local QNH and sometimes also some unofficial MET observation. However, do not count on any third help. You might be completely on your own. Besançon is one of the closest “IFR-remote airfields“ to ZRH and therefore serves as an ideal training area! You will enjoy it, especially after a detailed prepara-tion. STAR: A) What routing will you plan to LFQM coming from: a) BSL ? c) ZRH ? b) LSGC ? d) GVA ? B) Flying to remote airfields often involves a high difference between what you

officially plan and what you actually fly. Expect short cuts and re-routings. Knowing and accepting this, how can you prepare yourself so as to avoid uncertainty and stress while enroute?

C) Departing LSGC you passed FLORY a few minutes ago. GVA Ctrl tells you to

“fly Hdg 300“ and hands you over to Reims Ctrl. After asking Reims Ctrl for a short cut directly to BSV, ATC agrees with your request. In the meantime af-ter several vectors you are not very sure about your position anymore but you already receive BSV on the ADF. What will you do?

D) Coming from the south towards the IAF think about your NAV setting to con-

firm the position of BSV.

C1 N1

C2 N2

DME ADF N/A

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E) You just passed HR inbound to BSV at F100. a) Where is your POD?

b) After requesting DESC, Reims Ctrl tells you: “There is no reported IFR traf-fic below you on course to BSV.“ What does this mean?

SID: There is only a recommended IFR departure procedure depicted on the IAC. A) You depart LFQM bound for DEST BRN and therefore have filed an ATC Pln

“BSV DCT LPS W104 FRI“ at F 090. Conditions are IMC and there is a moder-ate easterly wind. Besançon Info is not working today.

Write down: a) Your “SID“ b) ATC procedure IAC: A) During straight-in final app you realize that your QDR is well out of the 10°-

limit and you initiate a GA about halfway between BSV and THR 23. a) What is your NEXT STEP? b) When do you accelerate to CRZ CLB SPD? B) Acc. to the general MET situation you expect moderate westerly surface

winds. The local QNH is not available but Dôle supplied you with their QNH. Explain your app.

C) How could you close your ATC Pln if Besançon Info is not on dut

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COLMAR-Houssen (CMR/LFGA) STAR: There is no STAR published. Which routing would you plan from LSZG to CMR? SID: There is no SID published. A) Planning from CMR for DEST Epinal you think about a convenient routing

which makes sense. What would you choose? B) Proceeding from CMR to LSZH ATC clears you: “HOR 456, CL to LSZH, RWY

19, F090, SQ 2054.“ a) Which “SID“ will you fly? b) At what ALT will you accelerate to CRZ CLB SPD? IAC: A) Coming from ZRH bound to CMR you are in contact with Colmar- Meyenheim Approach (MIL). You are cruising at F080 and passed BLM 5

min. ago on course to HO. ATC tells you: “CL for app“. What will you do, step by step?

B) Add radial & DIST at least from HOC & BLM to HR on IAC to follow up your

calculations while in flight.

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1.) ILS 19: A) People know by experience that the OM at CMR transmits very weakly.

Thus, switch your MKR receiver to “HIGH“. Knowing this, what should be done additionally?

B) Being established on the ILS the GS fails. What action will you take? C) ILS CAT I - app’s normally require VIS 800m/rvr 550m. Why do you need

1000m for this app? 2.) Lctr 19: A) When do you leave A046 down to A033? B) NEXT STEP after DME 16.1 STR? C) When do you start your descent on the final segment? D) Where is the VDP? E) It is hazy, you are close to SS and the sun is very low at the horizon. In fact

you have ground contact but “do not see anything“, especially not the RWY. Just passing the MAP, what will you do?

3.) Circling 01: � see “BASLE-MULHOUSE/IAC question 3.) Circlings“ Study the remarks concerning circlings at BSL carefully. The situation at CMR is less complex but similar. It is your choice whether to fly a standard or a prescribed circling. However, if you choose the lower minima flying prescribed tracks, convert distances to time accurately. The tracking tolerance is small, +/- 0,5 NM to each side only

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Hints for your preparation of Y-flights (cancelling IFR): Example 1: y-flight Zürich to Mengen The most limiting factors for Y/Z-flights are ceiling and visibility. Two different basic scenarios ask for different decisions. Thus, try to compare your actual situation with either the „LOW CEIL“ or the „LOW VIS / skc“ scenario.

Meteo

“LOW CEIL” (< AMA/MRVA) “LOW VIS / skc”

• Eg. cold- / warm front • eg. Haze / mist / partial fog

� �

1.) CEIL/VIS for VFR-part? → Fly overhead:

• CEIL req: .................... • Stay VMC on top

• VIS req: ....................

• > MRVA/AMA/MSA (night)

2.) Suitable IFR-app at IFR- apt?

1.) Canceling point/ALT?

Cancel? • DP or DA Land?

�

Route? → VFR-exit

Altitude?

• Fly overhead the airfield:

3.) VFR–part : • ALT + 1500-2000 ft/AAL EMERG pull up-Procedure? (NO descent !!)

• Procedure turn, ROD equal to height(ft): 3(min.)

→ Min/Max altitude?

→ ATC–frequency ?

Clarification to ATC:

• Radar: canceling point/ALT • Radar: canceling point/ALT

• IFR-apt: VFR exit route

• VFR-apt: Y (or IFR) –flt from ... (-> close ATC-Pln)

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Hints for your preparation of Z-flights (joining IFR): Example 2: z-flight Mengen to Friedrichshafen

The most limiting factors for Y/Z-flights are ceiling and visibility. Two different basic scenarios ask for different decisions. Thus, try to compare your actual situation with either the „LOW CEIL“ or the „LOW VIS / skc“ scenario.

Meteo

”LOW CEIL” (< AMA/MRVA) ”LOW VIS / skc”

• Eg. Cold-/warmfronts • Eg. Haze/mist/partial fog

� �

1.) CEIL/VIS for VFR-part? • CLB overhead in VMC to

AMA/MRVA • CEIL req: .................... • Then proceed on course,

• VIS req: .................... initially at VFR-level

• CLB to • joining SID

AMA/MRVA at IFR-apt. in VMC

2.) VFR–part :

EMERG pull up-Procedure? (NO descent !!)

→ Min/Max altitude?

→ ATC–frequency ?

Clarification to ATC:

• XPDR–code, freq + ev. CL preflight by phone (ALT + CL-Limit)

• VFR–apt: (ev. XPDR-code + pre-CL by AFIS)

• Information or Radar: “Z-flight from ... , dep at time .... UTC,, Pos ... & ALT ... ,

request IFR-joining clearance“

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FRIEDRICHSHAFEN (FDH/EDNY) STAR: Experiencing a Z-flight from Mengen (EDTM) to FDH you follow your flight-plan route “NEGRA/N0165 A040 IFR FHA“. You already got an IFR-CL and passed NEGRA one minute ago. What is the difference between the 2 ATC-CL’s: a) “HOR 454, follow NEGRA 2P arrival route.“ b) “HOR 454, NEGRA 2P arrival, CL for app.“ SID: A) Studying any German SID you realize a major difference compared to other

countries. Can you find it ...? B) AMIKI 1W: What is your initial ALT/FL? IAC A) ILS-app’s RWY 06/24: a) What is the major difference? b) What is the reason for this? B) NDB-app’s RWY 06/24: a) Which app is easier to fly? b) Explain why. C) All app’s have steps in their profiles but there are additional steps shown for

each mile just above the profile. a) What makes the difference? b) When do you use the additional steps?

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RWY 06: The profiles for ILS/LOC and NDB DME 06 are (almost...) identical. Be aware of slight differences (e.g. steps). A) Training an “ultra short trip“ from ACH to FDH you approach FHA from the

south at A050. ATC tells you: “HOR 445, CL for NDB DME 06 app, report es-tablished on QDM 060.“

Write down your detailed NEXT STEPS until established on final. B) Today you enjoy an ILS DME 06 app. Preceding traffic is blocking the RWY,

which causes your GA at 2 NM final. Explain how you intend to fly the missed app proc by taking into consideration normal twin-engine perform-ance.

RWY 24: (no remarks)

VFR/Y/Z: � see VAC FDH/EDTM & ICAO CH On a Y-flight from Zurich to Mengen both FDH and Mengen report VIS 5000m and OVC 015. Acc. to SWC the general situation is fairly stable. RWY in use at FDH is 24. You decide to fly a radar-vectored direct app for ILS 24 with cancellation of the IFR-part as soon as possible (cloud breaking). a) What would be a convenient minimum ALT for the VFR-trip? Will this re-

quirements be fulfilled? b) What will you tell ZRH Arrival? c) What additional information will you provide to FDH TWR? d) To witch ALT will you set the APA during final app? e) Which configuration would you choose for IFR-final app? f) How will you find your VFR exit point? g) After cancellation ATC asks you to „squawk VFR“. What will you do? h) How will you navigate to Mengen? i) Think about the NAV-setting for your IFR final-app.

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GRENCHEN (LSZG) Having a look at the IAC and VAC (AIP) you realize a special environmental condition which must be considered in order to avoid embarrassing events. What is special? STAR: There is no STAR published. A) At which SPD would you have to fly to be at the WIL holding-gate (this

means to be on R200 , 1 Min. after ABM station on the outbound leg)? B) Flying IFR from BRN to LSZG you approach WIL on Trk 045. LSZG clears you

down to A060 for VOR DME 25-app. NEXT STEP after passing WIL? SID: A) On a very short trip from LSZG to BRN, ATC tells you: “... CL to BRN, BIRKI 5T

A050, ...“. You want to fly a straight-in ILS DME 14 at BRN via BIRKI. What would you ask ATC either on ground or while airborne?

B) “... CL to CMR, WIL 6T F 080, ...“ What will you select on the APA prior to departure? C) Write down your NAV-setting for a WIL 6T-SID to ZRH. IAC: 1) VOR DME 25: A) You passed WIL inbound and are now established on R 323. Think about

your NAV-setting up-date. B) The latest ALT to be set on the APA during this app is A060 (intermediate

app ALT). While performing the app-check at D16 you pre select your APA to which ALT?

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C) Comparing final app-Trk and RWY bearing shows an offset of 10°. Define VDP, MAP and earliest/latest swing-over onto RWY-axis.

Circling 07: A) To co-ordinate VFR/IFR traffic there are several possibilities for circlings. Find

out which ones (MDA’s, trackings). B) Try to become familiar with Grenchen and the different 3 circlings by filling

out the table. Let’s have a look at the VAC (not at the VICINITY CHART). break-off point break-off track base turn,

Radial/Landmark

I/ outer

II/inner

III/standard

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LES EPLATURES (LSGC) � see “GRENCHEN/introduction“ STAR: Regional airports do usually not publish STAR’s. They are linked to the airway-system by domestic ATS-routes (see JEPPESEN/Enroute). A) Flying from LSZG to LSGC you are 15NM NW of FRI at F080. GVA D tells you:

“HOR 464, CL LOC DME 24-app, report inbound to BOMEC.“ Calculate the POD and explain the NEXT STEPS.

B) Coming from HOC, ATC clears you for a standard LOC DME 24-app. What

will be your tracking? C) You left ZRH bound to LSGC in summer. You just passed DELMO. Cruising at F

110 you requested a straight-in-app which was approved by GVA D: “HOR 445, CL straight-in LOC DME 24-app to cross BOMEC A070 or above, leave F110 not before ICF D 16.“

a) Calculate your target ALT for D 9, 11, 13 and 15 (for D 3 and 5 see IAC) b) Explain your vertical profile to BOMEC. SID: Let’s have a look at any SID departing RWY 06 direction SPR. All of them cross BOMEC. Write down your NAV-setting for this departure with DEST LFQM (Besançon La Vèze). IAC: 1.) LOC DME 24: A) Steps are depicted in the profile but there are additional steps every 2 miles

just above the profile. a) Explain the difference. b) When do you apply the additional steps?

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B) By studying the vertical profile of this final-app you realize something which

is unusual. Can you find out what? C) On the IAC you can find two different minimums. Witch one do you

choose? 2.) Circling 06: A) Descending on a steady continuous DESC you reach your circling MDA

(4600’)at around D 3.3. When do you start breaking off? B) Winds are reported at 080/15, clouds OVC 010 and VIS around 5 km.

What could you do? Having a look at the VAC will lead you to the answer.

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MONTBELIARD-Courcelles (LFSM) STAR: A) In-flight from Besançon to Montbéliard you app HR on QDM 052 at F070.

Acc. to the note the MHA is 5500´. However, BSL App clears you down to A050. Will you really descend to A050?

SID: A) Your very short trip from Montbéliard to BSL requires some mental prepara-

tion: a) What is your QDR and DIST from MB to ALTIK? b) At what ALT would you leave the MB racetrack earliest on course to ALTIK? c) Which squawk would you activate?

B) You will not receive any IFR-CL by Info at Montbéliard. Never mind, it is an

IFR flight from the beginning, not a Z flight. This situation is quite common for French airfields and lies somewhere in the „grey area“. However I recommend to get the IFR CL before entering airspace D at BSL. a) What would you tell BSL App after your successful initial contact? b) Up to which ALT/FL would you CLB w/o IFR-CL?

IAC: 1.) Active RWY

DEP RWY in real IMC will always be RWY 08, LDG RWY should be RWY 26. This should be handled like this in real IMC only.

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LFSM is an uncontrolled airfield with possible VFR traffic, sometimes w/o ra-dio contact. Whenever you encounter VFR traffic you must fit into this traffic scheme. In VMC it might be necessary to land on RWY 08 or depart on RWY 26. Just be aware of the fact that you fly IFR legally in uncontrolled airspace. You are responsible for collision avoidance with reported or unreported VFR traffic.

2.) Back track? TORA RWY 08 from the western TWY intersection is around 1550m. HORIZON’s

TKOF proc usually requires about 1500m “clear of OBST length“ (TOD up to 50ft, 3 sec recognition time, LDG from 50 ft). Knowing this allows you to do an intersection TKOF at LFSM. True or false? Why?

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ST.GALLEN-Altenrhein (ACH/LSZR) STAR: (no remarks) SID: (no remarks) IAC: A) Flying from Munich to Friedrichshafen you declare ACH as an alternate. The

wind is calm and the METEO is CAVOK, there is nothing special at all. Are you allowed to do this acc. to HORIZON’s company procedures?

B) Write down the NAV setting for this final app. 1.) ILS DME 10: A) There are a few details to be aware of before starting this app. What do you

think is non-standard compared to daily operations? B) You decide to fly a HS ILS. Where would you start to reduce to final app

SPD? C) The weather is quite bad, just around the minima. Because of “best use of

equipment“ you plan to do a coupled app. (AP ON, FD captured in APR/GS modes). What do you think, will that be alright?

2.) LOC DME 10: A) Where is the VDP? B) What is different concerning the configuration compared to 1.) A)?

C1 N1

C2 N2

DME ADF N/A

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3.) Circling 28: A) During an ILS DME 10 you reach your circling MDA on the GS at around D

2.1. The visual clues to begin your circling are not fulfilled. What is your im-mediate action?

B) During the instrument part of the app you fly with the configuration acc. to

HORIZON procedures. What will happen? 4.) Go around: A) ILS DME’s sometimes fail to indicate DME read-out for a short while when

over flying the antenna. This is caused by the loss of optical contact from the aircraft’s antenna to the ground station. Similar situations occur during certain combinations of aircraft height / angle of attack / distance to ground station. We sometimes experienced similar situations at BERN during low GA or TG, at GRENCHEN on final around 6 NM from THR or at ZURICH during the initial CLB. Being aware of this, you should think about a back up ...?

B) At D 0.5 after the station you turn left onto Trk 310. What will happen?

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ZURICH-Unique (ZRH/LSZH) Despite political restrictions at ZRH, HORIZON’s training flights are served quite well. As long as you behave according to some rules and common sense you are welcome at ZRH and have therefore the unique chance of gaining experience in an international, sometimes even high-density environment. Airport slots The objective of these slots is to avoid delays at ZRH by assuring a regular traffic-flow. Airport slots are defined as:

• BLOCK-OFF time for departure • ATO IAF (Gipol/Amiki) for arrival

Airport slots are given by “Unique“ and not linked to ATC. There is no official tol-erance defined concerning time. Airway slots (ATC slot, CTOT) The objective of these slots is to optimise international traffic flow by fixing times over entry-points (e.g. FIR-boundaries). They are provided by CFMU Brussels and supersede other limitations such as airport slots, sequence numbers, etc. We normally do not need such slots for our training flights. The tolerance of a CTOT lies within -5/+10 minutes. STAR: Flying from Munich to ZRH, Arrival tells you to enter Amiki-holding and expect vectors for RWY 16 later. You are now 30 NM east of TRA. Think about your NEXT STEP and NAV-setting to Amiki.

C1 N1

C2 N2

DME ADF N/A

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SID: A) You need the numbers for “clear of obstacles“ and “safe ALT“ to prepare

your departure briefing in IMC-conditions. Where do you find them?

B) RWY 28, SID VEBIT 2W to DEST BSL. Write down your initial NAV-setting. IAC: Any app to ZRH - precision or non precision - should be flown at high SPD to fit well into the traffic flow of heavy jets. A) Talking about HIGH-SPD app, which target SPD would you generally choose

(not related to Twin Star)? B) Think about and write down a detailed “plan of action“ during a HS ILS into

ZRH referring to

• PWR settings and ROD’s (for target SPD 150 KIAS) • actions • call outs • checks

1.) ILS 14: You are Gipol inbound at A060. ATC tells you: “HOR 466, CL ILS 14, report estab-lished.“ A) Write down your NAV-setting: B) Due to a poor radar vector from ATC during an AP flown ILS approach, you realize quite late that the APR mode has captured after D 8.0 IKL, therefore the ALT HLD mode is still active, while the GS is already 1½ dot below. What is your action? C) You decide to fly a HS ILS with FD. What would you tell your co-pilot

concerning the NEXT STEP?

C1 N1

C2 N2

DME ADF N/A

C1 N1

C2 N2

DME ADF N/A

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D) Supposed you are on an own line up and coming from Amiki, which kind of intercept would you apply at TRA?

2.) ILS 16: A) In a GA you follow the missed app procedure. What is your NEXT STEP at D

2.2 passed IZH? 3.) VOR 28: A) Try to imagine the appearance of the RWY in front of you when deciding to

continue to the MAP at the MDA for landing. 4.) VOR DME 16: This app should also be flown at high SPD. � see “ZRH/IAC question A) and B)“ Try to follow an “imaginary GS“ by converting your actual SPD into required ROD.

ROD = 5 x GS

valid for 3°-DESC

Perhaps you already know this “formula“. The basic formula is:

ROC or ROD (ft/min) = CLB or DESC gradient (%) x GS (KTS) 3° are equal to 5.2%. Factor 5 in the well known formula is the simplified factor 5.2% By the way, when flying an ILS you primarily fly pitch by following ROD and checking GS from time to time. Thus, there is no big difference to a VOR DME HS-approach!

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Mental Preparation Guide Supplementary charts


APPENDIX: SUPPLEMENTARY CHARTS

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Mental Preparation Guide Answers


ANSWERS

BASLE-Mulhouse (BSL/LFSB) SID 1.) RWY 33/HOC 5N: 2. RWY 15/HOC 5… /2230 LT:

C1 TWR/APP N1 BLM RMI/MH C1 TWR/APP N1 BLM RMI/MH

C2 ATIS BRN/Comp/121.5 N2 HOC RMI/BLM C2 ATIS BRN/Comp N2 HOC RMI/BLM

DME BLM ADF N/A (BN/BS) DME BLM ADF N/A (BS/BN)

IAC 1.) ILS 16 via ALTIK (TMA Colmar active): A) a) At BLM D 15 Desc to A028. At D 9.5 LT Hdg 010 (D 10.3 is too early - turning

point depends on SPD, with Cat. A acft usually 0.5 NM before DME arc) b) B) a) At BLM R004 D27 the MSA is still A064. Thus, BSL is not yet allowed to CL you

down to A038. Watch MSA carefully, especially during app’s in mountainous terrain!

Ask ATC: “MSA at present position is A064, why do you clear me already down to A038?“

The intermediate app ALT via INTEM/ROFAC (11-3) is A038. You will be CL for

app by ATC while being radar vectored. This means that you may descend to the intermediate app ALT. This is true acc. to ICAO procedures. However, this rule is not known by many pilots and not applied properly by some con-trollers. I recommend to reconfirm your plan of action.

C1 APP/TWR N1 BLM + MH

C2 ATIS/Comp/121.5 N2 BLM RMI /MH

DME BLM ADF N/A (BS/BN)

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There are several ways to clarify such situations, e.g. ask: “... confirm, we may leave A064 on the glide?“ or, “... confirm, we may DESC to A038? or, “... standing by for further DESC“ b) ATC expects you to report 4 NM from THR 16, thus at BLM D3. Otherwise you

would have been told to “report DME 4“. C) Turning to Trk 276 to intercept BLM 231

2. VOR DME 15 and NDB 15: A) a) You over fly the leading NAVaid during final app. Make sure to be establi-

shed on the inbound track and aware of the required WCA well before ap-proaching the NAVaid.

Continue on this wind-Hdg while over flying the station and DO NOT „chase the needle“!

b) NDB 15 app may be flown without DME. Although some DME fixes are pub-

lished, they may be substituted in this case: - D12 CLR TAC by time check (see note in the profile) - D13.5: DESC when established on BN QDM 154 B) 90°/45° intercept: LT Trk 245 until QDM 165, then LT Trk 200 to intercept QDM

154 3. Circlings: A) The MDA (“without prescribed flight tracks“) has to be applied if you fly a

standard circling acc. to JEPPESEN’s protected area. The MDA (prescribed flight tracks) must be flown only while following the

published track within a tolerance of +/- 0,5 NM. B)

a) Standard circling because of CEIL.

b) At the MAP of the LOC 15-app (D 0.5 after BLM). Remember: circling-app’s are non-precision app’s. There is always a MDA plus a MAP, even though your IMC part could start with an ILS (precision app)!

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c) 5-T rule � LT Trk 082 to intercept BLM R099, when passing D 3.1 shallow RT

(rate one: SPD 100 KTS -> “bank = TAS:10 + 7“ => appr.17° bank) to intercept final visually.

d) During prescribed circling leave MDA only after visual confirmation of final

DESC-interception. The HORIZON standard circuit/circling profile must not be applied during prescribed circling because you follow a different track from the standard one.

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BERN-Belp (BRN/LSZB)

STAR: Route: VFR-part: intercept MB QDR 125 to LUMEL (WIL R294 D34), CRZ at

F075 or any ALT IFR-part: LUMEL W110, F090 WIL, F090

SID: A)

a) ROC = grad x GS => grad = ROC/GS = 1300/90 = 14%

b) Yes, there are even 2 special items:

1. You have to CLB 927 ft only to reach A026. With a gradient of 14% you need 6621 ft = 1.1 NM horizontal distance after lift-off to reach A026. This will approximately occur abeam BER NDB, where you are very close to the station and be already on the R223 WIL inbound ZB520.

Solution: The SID requires a grad of 7,0% = 425 ft/NM. This means that you must CLB the 832 ft within a distance of 2,0 NM after RWY end 14.

Remember: Procedures are designed for minimum CLB gradients and max. SPD acc. to acft categories.

Always take into consideration your normally much higher gradients and lower SPD!

IAC: Cat. A Normal ops SE ops (CLB grad 2.5%)

ILS DME 14 2168’ (500’) 2693’ (1025’)

LOC DME 14 2460’ (792’) VDP D 1.8 2710’ (1042’) VDP D 2.4

Circlings 32:

• ROMEO / prescribed 3080’ (1407’) after ILS/LOC

3110’ (1437’) after NDB „VDP“ around ABM THR

ILS/LOC: 3080’ (1407’) NDB : 3110’ (1437’)

• CITY / prescribed 3080’ (1407’) after ILS/LOC

3110’ (1437’) after NDB „VDP“ around ABM THR

ILS/LOC: 3080’ (1407’) NDB : 3110’ (1437’)

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1. ILS DME 14: For question A), B) & C) � see “ST.GALLEN-Altenrhein, 1.) ILS DME 10“ D)

a) Direct entry special case, 15sec on track 245, then 45sec on track 320 (5-T rule).

b) Track 245 for 15sec, then 45 sec on track 320, then continue to max. D

12.0. This is the only way you will be established on the LOC after the inbound turn!

E)

a) 140°, never 320° - always set LOC front course. There is not a single ex-ception from this rule!

b) 1) “HDG on“ and “BC arm“ towards Birki

2) FD captures BC � “BC on“ 3) Set now Hdg bug to Trk 290 4) At BIRKI select HDG � “HDG on“, “BC off“, acft turns left

5) When turning inbound to BIRKI and Cl for app, select APR when flying through Hdg 051 at the earliest (<89° before)

2.) LOC DME 14: � see „ST.GALLEN-Altenrhein, 2.) LOC DME 10“ 4.) Circling 32: A) - SE DA ILS 14 2693´, for Romeo circling 3080´

- If visual contact, break off at D2.9IBE to the left appr. Trk 103 - At BER QDM 189 RT Trk 139 (not Hdg 139 ...) - At about ABM THR (not easy to find during turn � bank!) gear dn/*f app/start DESC (*till now still clean/SE)

- Final check - At BER QDM 249 start shallow RT (10° to max 15° bank) - Fly south around Hunzigenbrücke (entry/exit highway) - Perfect job, enjoy a short break...

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BESANCON-La Vèze (LFQM) STAR: A) a) “HR DCT BSV“ b) “SPR DCT BSV“, expect short cut in flight about halfway between FLORY and

SPR. c) “HOC G4 HR DCT BSV“ or even “HOC DCT BSV“ d) “SPR DCT BSV“, if RWY 23 is in use expect any FRI SID with short cut as soon

as terrain and traffic permit B) Prepare your IAC carefully by inserting all tracks and distances accurately

from useful NAV aids to the IAF: HR, HOC, FRI, SPR + DIJ to BSV. C) No problem at all - you follow the needle, this will lead you directly to BSV.

Wrong - never ever navigate like this!!! The result could be a complete loss of orientation.

Handle such a situation like this:

1.) Check bearing and distance from a suitable NAV aid (e.g. SPR or DIJ) 2.) Plot your position on the enroute map (e.g. E (LO)7) 3.) Estimate appr. track and distance from present position to CL fix (e.g.

BSV) 4.) Fly this track and calculate a rough ETA. Steps 1.) to 4.) do not create a

lot of work and are normally completed within less than one minute. 5.) As a confirmation of your professional work the ADF points appr. straight

ahead. If there is a big discrepancy, recheck steps 1.) to 4.), perhaps by using a different NAV aid.

If you are still in doubt, follow your calculated track and avoid “just fol-lowing needles“ while still far away from the NDB!

D)

C1 Reims Ctrl/LFQM N1 DIJ R093/HOC

C2 Dôle/Comp/121.5 N2 SPR R348 /...

DME DIJ ADF N/A (BSV/...)

Selecting a NAV aid on NAV 1 whose lead-radial to your fix is about 90° off from your actual track alerts you of approaching the NDB by the moving CDI. Like this you have 2 back-ups which confirm the position of the NDB: ETA + CDI.

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E) a) Trk from HR to BSV is 232°, DIST 28NM. Because you are very close to the MSA

sector A050, you decide to reach BSV at 5000. Your POD is around 17 NM before BSV, equal to 11 NM or 4 min. after HR.

b) You are responsible for your DESC concerning terrain clearance and traffic

avoidance. Thus, state your intended action clearly. This is the only way to supply ATC and conflicting traffic with useful information.

“HOR 461 position 17 miles northeast of BSV on course to BSV leaving F100 descending to A050“.

Remember: you and perhaps someone else is flying IFR in uncontrolled and non-coordinated airspace!

SID: A) a) DEP RWY 05, CLB in the BSV racetrack to A073, proceed DCT LPS while CLB

to F090. b) Blind transmission of your intention before taking off (state a)) When airborne contact Reims Ctrl:

- Initial call - Wait for positive response - state your intention clearly: “HOR 462 departed Besançon at time 1427, CLB in BSV racetrack to A073 then proceeding DCT to LPS and CLB to F090, squawking 2000“.

IAC: A) a) Continue to MAP and CL to A035, at MAP LT to BSV... (here: not before MAP) b) When passing A030. B) - MDA 2360’

- With visual contact break off slightly to the right to check windsock, traf-fic, etc.

- RWY 23: cross midfield on Hdg 140 to join left-hand downwind 23 - RWY 05: cross midfield on Hdg 140 to join right-hand downwind 05

C) If Ldg is assured, switch back to Reims Ctrl and report: “HOR 461, Ldg at

Besançon assured, please close my flight plan“. Or: phone Reims after LDG (good luck..), or: relay with traffic on frq Reims Ctrl.

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COLMAR-Houssen (CMR/LFGA) STAR: “WIL R73 HOC DCT HO“ SID: A) “HO DCT OBORN DCT EMT“.

EMT is not part of R11. You might file “... OBORN R11 EPL DCT EMT“ but this does not make sense. OBORN can be found easily by: - Intercepting QDR 340 from HO and/or - Selecting respective radial from STR and suitable half-scale distance.

B) a) Follow the recommended IFR departure procedure to leave the holding not

before CLB through MSA (A065). b) A046 is a correct but not very wise answer. CLB to A065 before level accel-

eration to shorten flight time. IAC: A) Check your actual position (e.g. with BLM DME) and calculate DIST to go to

HO. Within 25 NM from HO you may DESC to A065. You may also remain at F080

until reaching the POD, which is 5 NM before reaching HO. Cross HO at holding SPD and enter the hold while DESC to A046. Reduce to app SPD, cross HO and start the app.

Remember: You must not DESC below MSA before reaching HO unless you are told to do so by ATC (radar coverage).

B) Plot radial & DIST from E(LO) 7/8 and write it on the IAC.

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1.) ILS 19: A) Calculate time from HO to OM (back up). If you cannot identify the OM during the outbound leg after your calculated

time plus 30 seconds, you probably already passed it. I recommend to start the reversal immediately instead of continuing

northbound unlimited. When established on LOC inbound, recheck MKR on “HIGH“ and watch the

blue lamp when approaching GS. You should not continue your ILS in IMC if the “gate“ OM/GS/ALT cannot be verified.

B) - Check GS 2 (NAV 2) - GS 2 no indication � GA (no LOC-MDA available) C) - There is no ALS (unusual for prec. app) 2.) Lctr 19: A) - Wrong, not yet after passing HO but when established on QDR 008 only

(within +/- 5°) B) - RT Trk 155 to intercept QDM 201 C) - When established on QDM 201 only (within +/- 5°), but remember: do not follow the ADF pointer during a turn, it shows 5 – 10° off due to Interference with the acft fuselage. D) - Cannot be calculated, but close to HO � remember, PAPI-angle is 3.8°. E) - 5-T rule � LT Hdg 185 to intercept centreline/QDM 191 - Start visual DESC - Expect to see the RWY appr. straight ahead, but the axis 10° offset to the

right (Hdg 185 to intercept final RWY 19). 3.) Circling 01: (no remarks)

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FRIEDRICHSHAFEN (FDH/EDNY) STAR: a) - CL Limit IAF at last assigned FL/ALT � FHA at A040 - tracking along NEGRA 2P b) - CL Limit “FDH Airport“ � start app - ALT acc. to STAR/IAC � report when leaving ALT SID: A) - “Immediately after take-off contact ...“

This means you should change to the respective frequency on your own. TWR often reminds you by adding “Tschüss (good by)“ to the TKOF CL: “HOR 442, wind calm, cleared for take-off 06, Tschüss.“

Do not change too early during the critical initial climb out, fly your air-craft first.

A good reminder that you should switch over might be:

CLB PWR - ATC

B) Yes, it is A050. However, if ATC forgets you (or during COM-failure) you re-

mind them of your restriction A060/D11 to start further CLB on time (appr. D8).

IAC: A) a) ILS DME 06 + ILS 24 b) There is an OM on app 24 where the “gate“ OM/GS/ALT can be checked.

Because of this ILS 24 may be flown w/o DME. B) a) NDB DME 06

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b) You do not over fly the NDB station during final app. Situational awareness of your DIST to the NDB concerning WCA/tracking during app 24 is much more essential.

C) a) All steps in the profile are compulsory and must not be undershot, whereas

the additional steps provide information for a continuous DESC to the THR. b) - During SE-ops to avoid level-off at steps. - Sometimes during normal ops to be aware of actual DESC path in relati-

on to the continuous DESC. RWY 06: A) - First of all it is not clear where you may leave A050. Thus, ask ATC:

“... confirm, we may DESC to A040 now?“ Acc. to MSA you could DESC to A042.

- You are CL for app and therefore do not have to enter the hold � after passing FHA LT Trk 220 (5-T rule, shorter way) to intercept QDR 250, when established on QDR 250 DESC to A030.

- At D 6.2 LT Trk 104 to intercept QDM 059 (always fly 45° intercepts). - At D 6.2 set f apch, at D 5.2 gear dn/pitch -2.5°.

B) - � see also “BERN-BELP/SID/A)“

- Missed app’s are normally based on a CL grad. of 2,5%. ALT to CLB from DA (1536’) up to A030 is 1464 ft. With a CL grad of 2,5% A030 must be reached within 9,6 NM after DA, which is about 7,5 NM east of FHA at the latest.

- This means that you are still protected at 7,5 NM east of FHA at A030. Thus, leave Hdg 090, when reaching A030, you may turn to FHA and climb to A040. Like this you will return to FHA roughly on QDM 300.

VFR/Y/Z: a) Not below 500ft/AGL, thus between A020/A025 depending on terrain �

mind higher OBST! CRZ should be possible at +/- A025, with CEIL OVC 015. b) „... request straight-in app to FDH, cancelling IFR on final for DEST Mengen.“ c) „...cancelling IFR on final for right turn out via NOVEMBER to Mengen.“ d) A030 � max. ALT VFR Arr/Dep. (see VAC)

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e) Use normal final configuration. When breaking off for the VFR-part, initiate a

normal GA, which might be at level flight (this means you do not have to CLB in a GA if you do not want to do so).

An IFR-app in circling configuration would also be possible. But be aware of non-standard conditions if things happen differently from what has been as-sumed (e.g. straight-in landing due to MET...)!

f) N is on QDR 295/D5 � FHA/ 5-T rule: after passing FHA RT Trk 315 to intercept QDR 295 to FHD D 5 g) Do you know the code? You do not? No problem, just squawk VFR on your

Garmin 1000“.

VFR-code within Germany: - 7000 h) At D 4.5 (0.5 NM before N) RT Trk 012 to the City of Saulgau, EET 8 min.+30

sec. At 120 KTS. At Saulgau LT Trk 300, EET 2 min.+30 sec. to EDTM. Concentrate on proper DR-work and avoid following misleading landmarks. You will not find them in critical conditions such as low visibility, haze, night, winter, ... anyway!

Fly DR - track and time, nothing else. This will remain the basic of any navi-gation in the future, whether one flies with IRS, GPS or something else!

i)

C1 FDH/ZRH Arr. N1 DME FHD HLD + IFHW Trk 239/ZUE

C2 Mengen/ATIS FDH N2 IFHW Trk 240/TGO

XPDR: 7000 ADF N/A (FHA/MEG)

Remarks: C2: Selecting VFR-DEST on C2 allows you to check actual MET while in

flight to your IFR-DEST. N’s: Pre select any NAV aids which could help to find your VFR-DEST.

Keep in mind that you cannot count on this back up while flying at low ALT (as in this particular example)

XPDR: Pre selection of the already stored VFR-code will complete your detailed preparation.

Being prepared will lead to success even in adverse conditions.

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GRENCHEN (LSZG) The Jura creates high terrain north of the airfield. This demanding environment Is typical of regional airports. Similar conditions can be found at Bern, Les Eplatures, Lugano or St.Gallen. STAR: A) - v = s / t = cos 30°* 4 NM / 1 min. = 208 KTS

- Because your holding SPD is 120 KTS only, you define the gate on R200 at around D2 or better 1 min.

- � see also “BERN-BELP/IAC/ILS DME 14 / C)/b)“ B) - CL for app, holding not required

- 5-T rule � after WIL LT Trk 295 to intercept R325 Entering the holding for reversal would not be wrong. However, avoid blocking an app for another 3 min. unless necessary. If you are CL to do so start the app as soon as possible.

SID: A) “... request vectors for straight-in ILS at BRN.“

or “... request ILS at BRN via - BIRKI.“ After Birki , when crossing LOC 14: TC, Hdg

245 for 15 sec, then RT Trk 320. Fly parallel outbound for 45 sec (max. D 12), then RT Trk 095 to intercept LOC 14.

B) Yes, F080 is correct of course but you would most probably miss the restric-

tion A055 or above/DME 15.2. Visual/instrument-SID’s are used in fair MET-conditions with possible VFR-traffic.

C)

C1 TWR/BRN App N1 GRE R 246/WIL

C2 ATIS ZRH/Comp/121.5 N2 WIL R083/RMI

DME GRE ADF N/A

Generally you should avoid procedures which are not published officially. Thus, use the NDB as back up only.

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IAC: 1.) VOR DME 25: A)

C1 TWR/BRN App N1 GRE Trk 257/WIL/RMI

C2 ATIS/Comp./121.5 N2 WIL R325/GRE/RMI

DME GRE ADF N/A

Despite of the unusual length of this final intercept (around 16 NM) it is the final in-tercept where we switch NAV 1 to the relevant NAVaid for final app. B) - A 060? Yes, this is theoretically correct but not wise. Imagine initiating a

GA with a high ROC... C) - VDP: 603 ft : 327 ft/NM (PAPI-angle) = 1,7 NM � D 1.9

- MAP: D 1.7 - Swing over: earliest D 1.0 � see noise abatement procedure Thus, start visual DESC at D 1.9 while still 10° offset and turn right to intercept final at D 1.0.

Circling 07: A) I : MDA 3000’ (1589’), outer VFR circuit � see VAC II : MDA 2200’ (789’), inner VFR circuit � see VAC III : MDA 2270’ (859’), standard circling south of apt.

• Priorities should be chosen acc. to this sequence for noise-abatement purpose depending on MET conditions.

B)

break-off point break-off track Base turn,

Radial/Landmark

I/outer D 3.0 180°,

over forest 247°

R 190/ABM Rüti

II/inner

D 3.0 247°, (north along rail-

way)

ABM GRE (bridge)

200°(towards tank farm)

R 190/S of Staad

III/standard D 1.5 217°, 30° break off, al-

ready S of centreline

standard

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Decide to join the outer VFR circuit during good MET conditions only (e.g. VIS 5000m, CEIL 2000 ft). The outer downwind crosses hilly terrain and woods. Local VIS and CEIL might be lower than reported at the airport by ATIS, especially in critical/humid conditions. To help the controller state your intention clearly and on time:

I “HOR 441, break-off at D3 for outer circuit.“ II “HOR 441, joining inner circuit at A022.“

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LES EPLATURES (LSGC) STAR: A) - POD 3 NM before LPS, at FRI D22 leave F080 down to A070 (check MSA

A073), advise ATC when leaving FL - At FRI D21 reduce to app SPD - When passing LPS RT Trk 084 to intercept back course (FD/AP-Ops � see

BERN-BELP/IAC/1.) ILS DME 14/D)) B) - “standard“ means via LPS back to BOMEC - If you prefer a straight-in app, state your request clearly and on time. Insist

on the read-back “... CL straight-in ...“ C) a) D 15 : 9000’ D 13 : 8250’ D 11 : 7500’ D 9 : 6750’ (D 7 : 6000’) b) - DIST from D16 to BOMEC is 6.5 NM, ALT to lose is 4000ft � 620 ft/NM, corre-

sponding to almost a 7° -angle � very steep DESC - There are basically two kinds of DESC in situations similar to this one: ˈ DESC at high SPD and very high ROD

or

ˌ DESC at low SPD and high ROD To give you an idea about the appr. parameters for our Twin Star in this particular case: ˈ DESC at CRZ SPD (160 KTAS, clean) requires a ROD of about 2000 FPM at low

PWR settings! ˌ DESC at APP SPD (gear dn/f ldg/100KTAS) requires a ROD of about 1200

FPM. It is your decision whether to choose ˈ or ˌ, depending on the kind of app (GS yes/no?), MET conditions, traffic, experience, ...

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Keep in mind that you need additional DIST in level flight to reduce from CRZ to APP-SPD when dealing with ˈ.

SID:

C1 TWR/GVA D N1 ICF Trk 234/SPR

C2 LFQM/Dôle N2 SPR Trk 192/HOC

DME ICF ADF N/A (LPS/BSV)

Acc. to the SID you follow LPS QDR 054 to BOMEC. As BOMEC is a fix on the LOC DME 24-app,tracking to BOMEC on the LOC back course might be easier and more accurate. IAC: 1.) LOC DME 24: A) a) All steps in the profile are compulsory and must not be undershot, while the

additional steps provide information for a continuous DESC to the THR. b) During SE-ops. to avoid level-off. B) Mnm ALT at D5.0 is 5260’ while target ALT for a continuous DESC at D6.0 is

5640’ which is a difference of 380ft! Flying this profile requires a 3.8°-DESC from BOMEC to D5.0 but only a 3.8°-

DESC onwards to VDP D2.7. Thus, for this app, I recommend a continuous DESC with a slightly increased

ROD after D3.0 to arrive at the VDP in level flight at the MDA. C) 4380ft

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2.) Circling 06: A) With a Cat. A acft you should not break off before D1.7 (protected radius

acc. to PANS OPS is 1.68 NM). B) The VFR circuit ALT is 4200’ (837’). Flying at this ALT would lead to a success-

ful landing on RWY 06. However, this is not legal under IFR. Thus, tell ATC: “ HOR 451, I continue on LOC DME 24 down to MDA (4590’)

due to low CEIL. I cancel IFR when ready to break off for right-hand VFR cir-cuit 06 (not circling)“.

After cancellation you are a normal VFR flight and at 4200’ not protected

acc. to PANS OPS anymore.

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MONTBELIARD-Courcelles (LFSM) STAR: A) Yes, you are allowed to DESC to A050.

The MSA MB/BLM is 4200/4300. Remember: When operating close to interna-tional airports and/or other high-density areas, you should at least have a quick look at these area charts, such as 10-1 or 10-1R. This is an efficient way to get useful datas.

SID: A) a) QDR and DIST from MB to ALTIK: 043° / 11 NM.

To plot such intersections you may use the enroute chart E(LO) 7/8. If you like to work more precisely, take the Swiss ICAO VFR-map 1:500’000. ALTIK is on BLM R 274, DIST 15 NM, which is very close to the village of Dannemarie (or “some miles“ west of ALTKIrch of course ... ).

b) MSA related to HR (A043) c) A2000 for IFR flights entering Swiss airspace.

People usually squawk A2000 on IFR flights also under other circumstances, such as during VFR departures with subsequent IFR joining in foreign coun-tries, etc. In this particular case I would not squawk A7000 because your flight is theo-retically an IFR flight from the beginning.

B) a) “HOR 465 departed LFSM at time 1521, proceeding IFR MB - ALTIK, CLB to

A050 and squawking A2000, request clearance.“ b) I recommend A050, because: 1.) You are safe concerning MSA.

2.) You are just at MRVA which will enable ATC to identify you easily. 3:) You are still 500ft below MHA ALTIK.

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IAC: 1.) Active RWY: (no questions - no answers) 2.) Back track? There is not yet any rule in HORIZON’s Operations Manual concerning inter-

section TKOF’s. Even in aviation with quite a lot of rules, recommendations, restrictions, “do’s and don’ts“, ... it is not forbidden at all to activate your common sense (German: “gesunder Menschenverstand“). A good idea would be to add some reserve to the required “Clear of OBST length“, e.g. 500m. That means that you could accept an intersection TKOF whenever you have at least 2000m RWY length available in front of your air-craft. There might be other considerations which make sense, e.g. to use the same criteria as for your decision “standing / rolling TKOF“, which can be found in the Ops Manaul § ... . Do whatever you consider makes sense. But take your personal decision be-fore getting under pressure by ATC:“Can you accept TKOF from intersection ... ?“

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ST. GALLEN- Altenrhein (ACH/LSZR) IAC: A) No, you are not - regardless of MET conditions. Check Horizon Altn. Planning

policy B)

C1 TWR/ZRH Arr N1 IAL Trk 098/FHD

C2 ATIS ALTN/Comp/121.5 N2 IAL Trk 098/...

DME ADF N/A (FHA/....)

1.) ILS DME 10: A) - GS 4° � high ROD

- Short field � think about your configuration acc. to HORIZON profiles: - f app latest 1 NM before intercepting GS - Gear dn/f/Land/85KTS when intercepting GS - required VIS 1500m � there is no ALS, which is quite uncommon for a precision app (not true for BRN)

B) - A HS-app is a bad decision for a 4°-GS. There is no way to reduce SPD

with a piston-engine acft without embarrassing your engines with such an angle. Thus, forget it and fly a STD ILS-app.

C) No, the idea is good but you forgot something. Use of AP is limited to f app.

Due to the short RWY you set f land acc. to profiles when intercepting the GS.

Solution 1: You fly FD (APR/GS) hand-flown with f/Land. Solution 2: You fly coupled (AP ON) with the reduced flap setting fT/O/85

KTS. Do not set f/Land when reaching DA or later (ballooning)! 2.) LOC DME 10: A) - D1.0 � Always calculate your VDP by using the PAPI-angle. 4° is equal to

400 ft/NM. B) - f/app latest at D10 - f Land/85 KTS at VDP

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3.) Circling 28: A) Initiate a go-around. Are you sure? Wrong, you level off at the circling MDA and continue to the MAP of the

LOC DME 10. Circlings are non-precision app’s and are therefore defined by a MDA and a MAP, even preceded by an ILS.

B) With f app/gear up and not less than 30% you will not be able to maintain

the target SPD because of the steep DESC angle. Set f land and retract them back to f app about 100ft before reaching your

circling MDA -> “100 to go - PWR 55%“ – f app“. 4.) Go around: A) Remember that you have 1 DME’s and 2 GPS distances available. Thus, ac-

tivate GPS Bearing.

B) You would rather over fly the village of Altenrhein straight away than track towards LAGOS like this, because the turn onto Trk 310 is calculated for faster Cat. C acft.

Thus, turn left onto approximate Trk 340 with your Cat. A acft to track to-wards LAGOS.

In case you crossed DME 3 arc before reaching FHA QDR 180 simply turn left Trk 280 until passing FHA QDR 180.

This GA-proc. was mainly designed for noise abatement (village of Altenrhein).

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ZURICH-Kloten (ZRH/LSZH) STAR:

- Reduce now to holding-SPD - Over Amiki direct entry, RT Trk 097

C1 Arr./TWR N1 ZUE Trk 277/IZH

C2 ATIS/Comp./121.5 N2 TRA Trk 290/KLO/RMI

DME ZUE ADF N/A

SID: A) Clear of OBST: Minimum 1000ft AAE or as instructed on the SID charts, e.g. :

This SID`s require minimum climb gradient of ........

Safe ALT: A040 for every SID at ZRH � see 10-1 AREA, the contour interval in the white area around ZRH is max. 3000´, add 1000 ft to obtain “area mini-mum ALT“ (AMA), which is then 4000´.

B)

C1 TWR/Arr. N1KLO / TRA

C2 ATIS BSL/Comp./121.5 N2 WIL RMI / KLO /

DME KLO ADF N/A (BS/BN)

IAC: A) - Separation is easier for ATC if you fly a constant SPD after starting initial

app. Thus, choose a SPD which can be flown with CRZ PWR setting (70%) also in

level flight at initial and intermediate app. ALT’s. - As relates to DA42, it is possible to maintain 150 KIAS (indicated) at ALT’s

around A050/A040 in level flight 70% PWR.

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B) - PWR settings/ROD: - LVL flight : 70% - DESC : 70% / 800 FPM - on GS : 55%/ 750 FPM - Call out - D8 : “DME 8, ALT 4000 correct (otherwise recheck QNH) GS centered (and captured)“ - Check - D6 : approach check - Action - D5/1500´AAL : 30% - Action - 188 KIAS : gear dn - 133 KIAS : f app - 113 KIAS : f land - target SPD : 85 KTS 50% - Check - (f land) � final check - Call out - at 2600´ : „1000 to go“ - Call out - at 1900´ : „300 to go“ - at 1700´ : „100 to go“ - at DA : „MINIMUM contact/No con tact“

When planning a HS-app, create your fixes by beginning at the THR, e.g.: - THR ZRH is around 1400’ MSL - I want to be established at 1000’ AAL, which is 2400’/MSL or D3 - PWR reduction 500’ before 1000’ AAL at the latest, which is 3000’/MSL or D5 - Approach-check should be done before, thus either at D6 or D8 - D8 is not convenient, because I want to check the “gate“ D8/GS/ALT at this position.

Remember: There are less than 4 minutes available from D8 to touchdown. It is

a lot of fun to fly HS-app if you are prepared and aware of the situation.

Thus, close your eyes and try to imagine the detailed sequence of actions several times.

Please, do it now - this will save a lot of money! Start again unless

you got it right at least 10 times. Hint: Flying a normal or even a HS ILS-app is easier by flying pitch &

ROD rather than chasing the needles (so called „needle hunter“). This is especially important during a HS ILS while transitioning from

HS to app-SPD. Convert SPD into ROD:

ROD = 5 x GS

valid for 3°-DESC

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1.) ILS 14: a)

C1 Arr./TWR N1 TRA Trk 290/IKL

C2 ATIS/Comp/121.5 N2 KLO Trk 137 RMI/ IKL

DME TRA ADF N/A

b) Set the lowest possible ALT on APA, in this case 2500ft (latest to be estab-

lished in IMC Is 1000ft AAE ~ Apt Elev 1416 + 1000 = 2500ft) Now engage VS and select 3 x ROD for 3° ~ 1500 FPM. Reduce the PWR accordingly. Watch carefully the GS and the ALT. Remember: you have to be established latest at 1000ft AAE , otherwise initiate a GA! � see example ILS 14 Zurich

c) “NEXT STEP, at TRA LT Trk 226 to intercept LOC 14 and DESC to A040“ 2.) ILS 16: A) - 90°/45°-Intercept. At 10° off (KLO Trk 344), then LT Trk 199 to intercept LOC 16. B) - 45°- Intercept � LT Trk 080

3.) VOR DME 28: A) - R 084: leave A060 down to A050 and Rt Trk 230 to intercept KLO Trk 275 B) - At MAPt D3.2/MDA you are just 2.2 NM from THR but still at 944ft AAL. This

corresponds to a 4.3°-DESC, the higher MDH at 1654ft corresponds to a 7.5°-DESC which cannot be handled with a fixed wing acft.

- Thus, always calculate the VDP’s by using the PAPI-angle, both for the MDA with and without DME (944ft : 327 ft/NM + 1.0 NM = D ... ).

4.) VOR DME 16: (no remarks)

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Mental Preparation Guide Glossary/Abbreviations


GLOSSARY/ABBREVIATIONS A AAL Above Aerodrome Level ABM abeam acft aircraft Acc. to According to ... ADF Automatic Direction Finder AIP Aeronautical Info. Publica-tion ALS Approach Light System ALT Altitude (MSL/QNH) ALTN Alternate Aerodrome AP Autopilot APA Altitude Preselect & Alert APP,app Approach arc DME arc: curved line Arr Arrival ATC Air Traffic Control ATIS Auto. Terminal Info. System ATO Actual Time Over (Fix) ATS Air Traffic Service A025 Altitude 2500 ft MSL/QNH

B BC Back Course (ILS) Bottlang Jeppesen’s VFR manual BKN Broken (5-7 octas)

C Cat. A ICAO Category A acft CAVOK CEIL & VIS ok CDI Course Deviation Indicator CEIL Ceiling (> 4 octas) CH Switzerland, Swiss Chk Check, checked CL Clearance, cleared CLB Climb, climbing Comp Company frequency CRZ Cruise, cruising Ctrl (Radar) Control C1, C2 COM1, COM 2

D D ... DME fix DA(H) Decision ALT (Height) DCT Direct DEP Departure DESC Descent, descend DEST Destination aerodrome DIST Distance DME DIST Measuring Equipment dn down DR Dead Reckon(ing)

E e.g. for example EHSI Electronic HSI („EFIS“) ETA Estimated Time of Arrival

F FD Flight Director FIR Flight Information Region FPM feet per minute F070 Flight Level 70 f1,f2,f3 flaps position 1, 2, 3

G GA Go around grad gradient (% = tangens) GS Ground Speed

H Hdg Heading HLD Hold, DME Hold (memory) HOR HORIZON Swiss Flt Academy HS High Speed HSI Horizontal Situation Indicator

I IAC Instrument Approach Chart IAF Initial Approach Fix ICAO Intern. Org. for Civil Aviation ILS Instrument Landing System Info Information

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K KTAS Knots True Airspeed KTS Knots (NM’s per hour)

L Lctr Locator LDG Landing LLZ Localizer (ILS) LOC Localizer (ILS) LOFT Line Oriented Flight Training LT Local Time, Left Turn

M MAP Missed Approach Point MDA(H) Mnm Descent ALT (Height) MET Meteo(rological) MIL Military min minute(s) MKR Marker (Beacon) Mnm Minimum MRVA Mnm Radar Vectoring ALT MSA Mnm Sector ALT (radius 25 NM)

N NAV Navigation, VOR receiver NDB Non directional radio bea-con NM Nautical Mile (1852 meters) N1, N2 NAV 1, NAV 2

O OBS Omni Bearing Selector OBST Obstacles OM Outer Marker Ops Operation(s) OVC Overcast (8 octas)

P PANS Proc. for Air NAV & Safety (A)PAPI visual landing aid PASE III Piper Seneca III Pln ATC Flight Plan POD Point of Descent Proc Procedure PWR Power

Q QDR Magnetic bearing from sta-tion QDM Magnetic bearing to station QNE ALT based on 1013,25 hPa QNH ALT based on MSL

R ROC Rate of Climb ROD Rate of Decent RMI Radio Magnetic Indicator RT Right Turn rvr RWY visual range RWY Runway

S s distance (v = s:t) SE single engine SID STD Instrument DEP Route SPD Speed SQ Squawk (XPDR) SS Sunset STAR STD Terminal Arr Route STD Standard SWC Significant Weather Chart

T t time TC Time Check TG Touch and go THR Threshold TKOF Take off, taking off TOD Take off distance Trk Track TWR ATC tower TWY Taxiway

V v velocity (speed) VAC Visual Approach Chart VDP Visual Descent Point VIS Visibility

W WCA Wind Correction Angle w/o without

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X XPDR Transponder

Y Y-flight first IFR, then VFR (cancel-ling)

Z Z-flight first VFR, then IFR (joining)

mental preparation guide for based on - horizon...

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