Approach Plate --

 

Instrument pilots, let’s break down this VOR/DME approach for Runway 13 at Crookston Muni-Kirkwood Field (CKN)!

 Approach Course: 097°
 Final Approach Fix (FAF): HULEK at 22.1 DME from GFK
 Minimum Descent Altitude (MDA):
• Straight-in: 1240’ (Category A)
• Circling: 1320’-1400’ depending on category
 Missed Approach: Climb to 2000’, then left turn to 2500’ heading 250° to WIRUV and hold.
 Holding Fixes: JEGUP (8.4 DME) & WIRUV (18.8 DME)

Key Considerations:
Ensure you have the Grand Forks altimeter setting; otherwise, MDA adjustments apply.
Visibility requirements vary based on approach category.
VGSI (Visual Glide Slope Indicator) and descent angles are not coincident, meaning pilots must rely on their instruments for proper descent management.

Tip: Always study the missed approach procedure before starting the approach—it’s not a good time to figure it out when you’re already low and slow!

Phases of Flight

 

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Phases of Flight

1. Preflight: Ground preparation, checks, and planning before takeoff.

2. Takeoff: Accelerating on the runway and lifting into the air.

3. Departure: Gaining altitude and navigating away from the airport.

4. En Route: Cruising at a steady altitude toward the destination.

5. Descent: Gradual reduction in altitude approaching the destination.

6. Approach: Aligning with the runway for landing.

7. Landing: Touchdown and deceleration on the runway.

Landing Flare

 

The Landing Flare, in a fixed wing aircraft, is the transition phase between the final approach and the touchdown on the landing surface. This sub-phase of flight normally involves a simultaneous increase in aircraft pitch attitude and a reduction in engine power/thrust, the combination of which results in a decrease in both rate of descent and airspeed.



According to the ICAO ADREP, the Landing Phase of flight includes two sub-phases, the flare and the landing roll. However, for the discussion purposes of this article, the Landing Phase of a fixed wing aircraft will be further segmented into the:

Final approach
Flare
Touchdown and de-rotation
Roll out and deceleration

Heading - True Magnet Compass

 

This diagram is your navigation cheat sheet!
It shows the transformation between:

True (based on the geographic North Pole)
Magnetic (based on the Earth’s magnetic field)
Compass (influenced by aircraft systems)


 Use these conversion layers:
 TC → MC → CC (Course)
 TH → MH → CH (Heading)
 TT → MT → CT (Track)

And don’t forget the angles:

VAR = Magnetic Variation
DEV = Compass Deviation
WCA = Wind Correction Angle
DA = Drift Angle


Mastering this concept is vital for precise navigation and ATPL success

Slip (Good) Skid (bad) and Stall

 https://www.youtube.com/watch?v=RKfG3lWCZ80

Slip  - good very safe (inside the ball)
engine out landing
kill altitude without gaining altitude
bank airplane to left; put in Right Peddle -the lower wing flight the airplane, upper wing is blank has dirty air by the fuslage, if you have a high angle of attack, the upper wing will stall and falls and level off with the lower wing and aircraft flies 
bank airplane to right; put in Left peddle  -the lower wing flight the airplane

Skid - bad and DANGEROUS (out the ball)
Right Bank; put in right peddle  - the lower wing will stall first and if high angle of attack, aircraft will fall over on it's back and go into a spin, power can also create the yaw
left bank; put in left peddle

angle of attack

Spin (to the left)
stall and a yaw
PARE
power (is the enemy in a spin because it
Power to idel 
Alerion - Neutral
Rudder - opposite the turn  RIGHT
Elevator - forward (defete the stall) decrease the angle of attack

most aircraft needs about 1000' to recover

Tail wind on base 

ILS - Landing

 

5 Acrynom for IFR

MEA  - Minimum Enroute Altitude 

lowest altitude along the route that assures navigational signal coverage and obsticle clearance

MRA  - Minimum Reception Altitude 

lowest altitude to recieve navigational coverage

MCA - Minimum Crossing Altitude 

Lowest altitude a fix can be crossed and continued on allowing to clear obsticles in normal climb

MOCA - Minimum OBstruction Clearance Altitude 

Lowest altitude to clear obstacles and recieve VOR coverages within 22nm of a VOR

MAA - Maximum Altitude Altitude 

Maximum usable altitude for airspace structure