Instrument Exercise An activity designed to develop critical thinking with respect to instrument approaches

Directions This power point is created to guide you through the different stages of an instrument approach. There will be different questions posed throughout. The answers, with explanations, will also be provided. Please have the following resources available to reference: FAR/AIM Instrument Flying Handbook Billings VOR-A approach Billings GPS Rwy 25 approach Billings ILS Rwy 10L

Here’s the situation You want to depart Billings for a practice approach. You have the following currency in the previous 5 months: 4 approaches in the Archer including intercepting and tracking 1 approach in the sim conducted to minimums Are you current? Answer: No. You must execute one more approach, and practice holding. (FAR 61.57)

Here’s the situation Due to currency requirements, you decide to fly with an instructor. Together, you choose to execute the VOR-A approach. When departing from runway 28R, tower tells you to proceed direct to the Billings VOR and contact departure. You tune and identify the Billings VOR. You appropriately contact departure. According to the VOR-A approach, are you required to hold? Answer: No, the hold is not mandatory because it is not outlined in bold. Also, this is the hold for the missed approach procedure. Should you hold? Answer: You would need to ask ATC for permission to hold. But, if you are behind on briefing & checklists, it may be wise to hold to compete those tasks. *In training, remember time is money! Do as much briefing on the ground as possible.

VOR-A approach You decide to enter holding. How do you enter the hold? Answer: When departing from 28R you can execute a teardrop or parallel entry. Remember to contact approach to communicate that you are established in holding (AIM 5-3-3-1F = “The time and altitude or flight level upon reaching a holding fix or point to which cleared”). What is your outbound heading & for how long? Answer: Fly a heading of 252 for 1 minute.

VOR-A approach What heading do you turn to in order to intercept the 072 degree radial? Answer: Subtract 30 degrees from your inbound course. 072-030 = 042. Approximately a 040 degree heading will intercept the 072 degree radial. Which direction do you turn? Answer: Stay on the protected side of the hold – Southwest of the VOR.

VOR-A approach If you choose a teardrop entry, what is your outbound heading? Answer: Your outbound heading would be 222 You fly outbound for one minute, what heading should you turn inbound to intercept the 072 degree radial? Which direction do you turn? Answer: You should turn right, standard rate to a heading of 072 and intercept the 072 degree radial inbound. If you are intercepting the 072 degree radial too quickly, increase your rate of turn. If are having difficulty intercepting the radial, decrease the rate of turn. This will allow you to fly northbound momentarily, thus intercepting the 072 degree radial.

VOR-A approach You successfully enter holding, and complete a climb and cruise checklist. Your instructor tells you do accomplish a MICEATM brief according to the Rocky FTM. What does MICEATM stand for with respect to the VOR-A approach? M - Marker Beacons There are none for this approach I - Identify the approach Tune and identify the primary navaids for the approach. In the VOR-A it is the Billings VOR. C – Course The final approach course is the 072 degree radial inbound. Continued on next slide…

VOR-A approach E – Entry How you are entering the approach. In this scenario, you are entering via the procedure turn A- Altitude Brief the different altitudes for the approach and when you can descend T – Timing Brief when to start the time and the appropriate duration M – Missed approach Brief the missed approach instructions as published or as given by the controller

VOR-A approach You complete a MICEATM checklist and decide to exit holding to proceed outbound for the VOR-A approach. How do you proceed outbound? Answer: Exit holding, after turning westbound and intercept the 252 degree radial. Per AIM 5-3-3-1G remember to notify approach that you are exiting holding (“When leaving any assigned holding fix or point”).

VOR-A approach How far out do you fly before beginning the procedure turn? Answer: It depends. In a wind condition if you have a slow outbound groundspeed, you will have a quick inbound groundspeed. To give yourself more time to get established inbound, go out a little farther before starting the procedure turn. For example, fly perhaps 6-7 miles past the Billings VOR. Winds are a contributing factor when determining how far out you want to fly prior to initiating the procedure turn. For this approach, what is the maximum distance you can fly outbound? What navaid is that distance coming from? Answer: 10NM from the BIL VOR. It would be wise to have your GPS receiving DME information from the Billings VOR.

VOR-A approach In addition to wind, what is another factor to consider when determining how far out to fly prior to starting the procedure turn? Answer: Altitude. How much altitude do you have to loose, after getting established inbound? Technically you could go out 2 miles past the Billings VOR, then turn inbound. But, on the VOR-A approach you would need to get established, then descend 1,100 feet, (from 6000-4900 feet) prior to the VOR. That would result in an excessive rate of descent. Therefore, plan an appropriate distance that will allow you to execute a 500fpm descent to the published altitude prior to the final approach fix.

VOR-A approach Today there is no wind. Therefore you decide to proceed outbound for 5 miles past the Billings VOR. You want to start your procedure turn. What is your outbound heading? How long do you hold that heading? Answer: Fly a heading of 207 degrees for one minute. What heading do you turn inbound? How long do you hold that heading? Answer: You inbound heading is 027. Maintain a 027 degree heading until you begin to intercept the 072 degree radial inbound.

VOR-A approach In the procedure turn, when do you need to contact Billings approach? Answer: No contact is required per the FAR/AIM. Although, if requested by ATC contact them when you are procedure turn inbound. When can you descend from 6000 feet? What altitude do you descend to? Answer: If cleared for the approach, you may descend to 4900 feet once established on the final approach course inbound (072 degree radial).

VOR-A approach What is the definition of “established”? Answer: ½ scale deflection per_______? (IPH page B5) If you are not cleared for the approach, can you descend? Answer: No. You may fly the route of the approach, but you cannot descend via the approach profile until cleared.

VOR-A approach What is the final approach fix for this approach? Answer: The Billings VOR. What must be completed prior to the final approach fix? All appropriate checklists (descent & before landing) Be established at 90 KIAS One notch of flaps, if weather conditions permit (high winds, is an example when the use of flaps is optional) Be established on the 252 degree radial inbound

VOR-A approach You see the to/from flip over the VOR. What should you do next? Answer: Start the time. For this approach, flying at 90 knots the time is 1:44 from the FAF to the MAP 2.6nm from the Billings VOR. Remember the 5T’s: Turn, Time, Twist, Throttle, Talk to ensure that you remember to start the time. After the final approach fix, what altitude can you descend to? Answer: 4180 feet

VOR-A approach Why is this a circling only approach? Answer: An approach can only be straight in if its final approach course is within 30 degrees of the runway heading, or if a normal descent to a normal landing cannot be accomplished. On this approach, when must you execute missed approach procedures if the runway environment is not in sight? Answer: Execute missed approach procedures the moment you reach 4180 feet, or the time reaches 1:44 seconds, or you reach 2.6 DME from the Billings VOR, whichever comes first.

VOR-A approach If you are executing the approach with the GPS in lieu of DME, the Billings VOR must be the active waypoint in the GPS with a current database. “GPS systems, certified for IFR en route and terminal operations, may be used as a substitute for ADF and DME receivers when conducting the following operations within the United States NAS. 1. Determining the aircraft position over a DME fix. 2. Flying a DME arc 3. Navigating TO/FROM an NDB/compass locator 4. Determining the aircraft position over an NDM/compass locator 5. Determining the aircraft position over a fix defined by an NDB/compass locator bearing crossing a VOR/LOC course. 6. Holding over an NDB/compass locator” (Instrument Flying Handbook 7-28,7-29)

VOR-A approach What altitude do you stay at when circling to land? Answer: Stay at 4180 feet. Do not climb back up to pattern altitude. If the weather is at minimums, you will want the lower altitude to keep the runway in sight. How close to the field must you stay when circling to land? Answer: You must stay within 1.3 miles of the field when executing a circling approach. This is based upon the type of category aircraft you are: for the Archer, either A or B. Category is based on groundspeed. A=0-90 knots B=90-120 knots. Therefore, if you circle faster than 90 knots, you are in category B. Thus, circling minimums are 1.6 DME.

VOR-A approach Be careful when executing a circle to land maneuver! Imagine you are in actual weather conditions to minimums for this approach. The ceiling will be right above you and you are having difficulty keeping the runway in sight. You are low, lower than pattern altitude. On the downwind, the runway starts to fade away behind you. Is this the type of situation you want to be in?

VOR-A approach What is the MSA for this approach if you are on the 180 degree radial from the Billings VOR? Answer: 8400 feet What is the MSA if you are on the 280 degree radial from the Billings VOR? Answer: 6100 feet How far out from the Billings VOR is the MSA applicable? Answer: 25 NM

VOR-A approach Caution on MSA circles: The purpose of the Minimum Safe Altitude circle is so that you know what altitude to climb to if you are lost, or in an emergency. It is usually divided up by radials into different quadrants. But, if you are really lost, do you know what radial you are on? Probably not! If you knew what radial you were on, then you could track to the VOR, and proceed on the approach. The point is: Climb to the highest altitude given in the MSA circle, if you are truly lost.

VOR-A approach MSA circles continued… Always notice what navaid the MSA circling is referencing. Is it the VOR, the airport, or a separate waypoint. The protected distance around that navaid is usually 25NM. Always verify though, because some are marked with a different distance.

VOR-A approach If you need to execute a missed approach, what is the published procedure? Answer: Climbing left turn to 6000 feet direct to the Billings VOR, and hold. When do you begin missed approach procedures? Answer: When you reach 1:44 on the time. Or, at MACMA (BIL 2.6) if executing this as a GPS approach. How would you enter the hold off the missed approach? Answer: Teardrop entry. Fly outbound on a heading of 222 degrees (252-030=222) for one minute. Turn right to intercept the 072 degree radial, and hold.

VOR-A approach If you are holding, as published on the missed approach procedures, how long should you stay in the hold? Answer: It depends. What are your intentions? Are you trying a different approach? Are you going to a different airport? Hold as long as necessary for you to develop a plan, regain composure, become situationally aware, and communicate your intentions. Although, remember your fuel. If you need to divert, be aware of your time in holding/fuel consumption so that you do not loose the ability to divert.

VOR-A approach How many initial approach fixes are there on this approach? Answer: Two: COLUS and the Billings VOR. If you begin the approach from COLUS, do you need to complete the procedure turn? Answer: No, it says NoPT at COLUS. Therefore, you may continue inbound.

VOR-A approach If you begin the approach at COLUS, when do you descend from 6000 feet? What altitude do you descend to? Answer: Descend at Billings 10NM DME to 4900 feet, once cleared for the approach and established on the 252 degree radial inbound. What does the +/- sign mean when next to some of the obstacle symbols? Answer: It means that the height of that obstacle may be inaccurate – “doubtful accuracy”

Transition You circle to land off of the VOR-A approach, landing on runway 28R. You receive your taxi clearance and come back to the Rocky hangars. Although you did well, your instructor wants to quiz you on a few different approaches. He/she asks you the following questions discussed on the next slides.

GPS approaches – GPS RWY 25 How many IAF’s are there for this approach? Answer: 3 – NIBBE, MUMEE, and SEXPE Is the hold required for this approach? Answer: If you enter the approach at SEXPE, or NIBBE, the hold is not required. If you proceed directly to MUMEE, the hold is mandatory. What course should get you direct to MUMEE if over the BIL VOR? Answer: 072 degrees

GPS RWY 25 Would you time this hold? Answer: No, because this is a distance hold – 4nm What is the final approach fix for this approach? - Answer: FASOK What is the missed approach fix? -Answer: at RWY 25 What is the final approach course for the approach? -Answer: 250 degrees

GPS RWY 25 Where is your VDP (visual descent point)? Answer: 1.1nm to RW25. What will the VDP provide? Answer: The VDP allows you to execute a normal approach to a normal landing with a normal descent. If you do not descend at the VDP, how high above the runway will you be at your MAP? Answer: 434 feet. This would not put you in a normal position to land.

GPS RWY 25 What are the three requirements per the FARs required to land? Answer: FAR 91.175 states: “(1) the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. (2) The flight visibility is not less then the visibility prescribed in the standard instrument approach being used. (3) At least one of the following visual references is distinctly visible and identifiable to the pilot: -The threshold -Runway end identifier lights - Runway lights -The threshold markings - Runway or runway markings - TDZ lights The threshold lights - TDZ or TDZ markings - The VASI

GPS RWY 25 What do you do if you see the runway environment prior to the VDP? Answer: According to AIM 5-4-5F “The pilot should not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference.” Therefore, maintain descent minimums until the VDP, then descend, so long as 91.127(c)(3) is established.

GPS RWY 25 Photo at your VDP

GPS RWY 25 Photo at your MAP

GPS RWY 25 By the final approach fix what mode must the GPS be in? Answer: Approach mode What sensitivity should the GPS be configured in? Answer: .3nm sensitivity If you do not have these qualifications, can you continue inbound on the approach? Answer: No, you must execute the missed approach procedure.

GPS RWY 25 Which GPS should the approach be loaded in? (The top or bottom GPS, excluding 431RM) Answer: If the top and bottom GPS is current, then it does not matter. But, typically at Rocky, only the top GPS is current. Therefore, load the approach in the top GPS. After you load and activate an approach, what should you do next immediately? Answer: Push the CDI button and place the GPS in GPS mode. This will sync the GPS with the CDI. “GPS” in green lettering will be displayed on the CDI.

GPS RWY 25 Does this approach provide vertical navigation? Answer: No, it only provides lateral navigation, therefore it is non-precision approach. What distance, and from what fix is the MSA circle referencing? Answer: 25nm from RW25 – Caution, this is not the KBIL waypoint. -What does the zig-zag line mean after SEXPE and NIBBE? - Answer: It means that distance is not to scale

GPS RWY 25 If you had to go missed at RWY 25 and proceed to OXIVY, how would you enter the hold? Answer: Parallel or teardrop What would your outbound heading be? Answer: Fly heading 278 outbound What heading should you turn to so that you could intercept 098 inbound? Answer: heading 068 What direction should you turn (left or right)? Answer: Turn left to stay on the protected side of the hold. Remain southwest of OXIVY

Here’s the situation You and your instructor are done briefing. You are now instrument current. --------------------------------------------------------------- A few weeks later, you took your mom sightseeing over Columbus. The developing weather became marginal faster then you anticipated. She is getting airsick and you begin to worry. On your way inbound back to Billings, you obtain a local IFR clearance. Billings approach is vectoring you for the ILS RWY 28R approach.

Here’s the situation The weather you pulled before the flight is as follows: KBIL 081653Z 28023KT 5SM FEW050 SCT10 3/M01 A2980 RMK A02 BR DST N-NW ALQDS KBIL 081736Z 0818/0918 35015KT 2SM -SN SCT020 BKN040 FM082000 35007KT 2SM –SN FEW010 FM090000 34006KT P6SM FEW060 FM090400 22010KT P6SM SKC FM091200 22015KT P6SM SKC

ILS RWY28R According to the weather, although it moved in faster than you anticipated, should you have filed an alternate? Even though you were simply attempting to fly VFR to Columbus? Answer: Yes. You should not have attempted the flight initially with hopeful VFR conditions. An alternate is always required unless the arrival airport as an approach and the 123 Rule. What is the 123 rule for alternates? Answer: From one hour before, to one hour after (your proposed arrival time) the weather must be greater than 2000 feet ceiling and 3sm visibility, at your destination.

ILS RWY 28R What are the IFR fuel requirements? Answer: Enough fuel for the flight plus 45 minutes. What are the IFR fuel requirements with an alternate? Answer: Enough fuel to the initial destination, to the alternate, plus an additional 45 minutes. Regardless, you did not file an alternate, nor prepare for IFR conditions. You have been vectored onto the final approach course for the ILS RWY 28R approach, and are 3 miles from ZELAR.

ILS RWY 28R What is your primary navaid for this approach? Answer: The Localizer, I-BMO 111.5 What is your secondary navaid? Answer: The Billings VOR What is the glide slope intercept altitude at the final approach fix? Answer: 5200 feet. You will be 5160 feet at ZELAR on glideslope

ILS RWY 28R The updated ATIS just came out. New weather is: KBIL 081753Z 30024KT 2SM OVC 001 FEW 030 2/M01 2979 BR –RA According to the weather, can you execute this approach? Answer: Yes. For the ILS RWY 28R approach you can shoot the approach with 100’ ceiling. All you need is the required visibility – reference FAR 91.175. Billings approach clears you for the ILS RWY 28R approach.

ILS RWY 28R If there is an equipment malfunction, could you execute this as a localizer approach? Answer: No, because you briefed the approach as an ILS. To execute this approach as a non-precision approach, you would need to brief it as such. Thankfully, everything is working correctly, and you are able to execute the ILS appropriately.

ILS RWY 28R You are currently 3 miles from ZELAR at 5,500 feet. Can you descend to 5,200 feet? Answer: If you are established on the localizer, and cleared for the approach, you are permitted to descend to 5,200 feet. Should you descend to 5,200 feet in this situation? Answer: No, because the glide slope would be above you. It would be better to level off, and then intercept the glide slope. Follow the glide slope down to 5,200 feet then continue in on the approach.

ILS RWY 28R You continue inbound on the approach. Localizer and glide slope are alive. Where is your MAP? Answer: The missed approach point is on glideslope at the decision altitude: 3,767 feet. You reach your decision height, and you cannot fully view the runway. But, you do have the touchdown zone in sight. What are you permitted to do? Answer: If you have the TDZ in sight, you are permitted to land.

ILS RWY 28R You finally land & are relieved. You receive taxi instructions and return back to Rocky hangars. Although you may feel that you would never get into a scenario outlined in this exercise, a majority of accidents do occur due to VFR flight into IFR conditions. Please remember to use good judgment when evaluating the weather conditions prior to flight. Although you may hold your instrument certificate, and may be current, remember no flight is so urgent that it cannot wait another day.

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