FADEC Explained The Brain Behind Every Aircraft!

 

EEC - Engine Electrical Control 
ECU - Engine Control Unit

A Quick Guide to Instrument Approach Segments

 A Quick Guide to Instrument Approach Segments

A standard instrument approach procedure helps pilots transition from en-route flight to landing under Instrument Flight Rules (IFR).

Approach Segments:

Initial Approach Fix (IAF)

• Entry point for the approach.

• Aligns the aircraft with the next segment.

Intermediate Fix (IF/IAF) & Segment

• Prepares for final descent.

• Ensures a stable approach path.

Final Approach Fix (FAF)

• Beginning of the final descent to the runway.

• Pilots confirm altitude, speed, and alignment.

Missed Approach Point (MAP) & Runway

• If the runway is not in sight, a missed approach is initiated.

• The aircraft follows a designated route to a holding fix for further instructions.

A structured approach like this ensures safe and precise landings, especially in low visibility conditions!

Clear for the Approach

 Turn Left 340, Maintain 2000 until establish localizer, clear ILS 31 approach

Air Traffic Controller Manual JO 7110.65Z

PTAC - Position, Turn, Altitude, Clearance 

You do not need to readback the Position, because it is only for pilot's situational awareness -  This predates GPS where the ATC informs the pilot where he is in relation to a fix 

Downwind, Base, Final 

https://www.youtube.com/watch?v=WgR_fq_X44Q&t=131s

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

holding-

Holding Clearance

https://www.youtube.com/watch?v=PuldMAVM1N4

1. Cardinal direction of hold - N NE, E,  SE, S, SW, W, NW
2. Hold to Fix - GPS Way point,  VOR, Intersection, NDB
3. Direction of Hold - Radial, course, bearing, airway , route
4. Length in Miles /time - DME , RNAV 
5. Right turn (standard) Left turn non-standard
6. Expected Further Clearance Time  EFC

Example: 

ATC:  Hold east of the 15DME on 270 Radial of ABC VOR, 5 miles leg, EFC 20:30Z

Pilot Copy and Readback:  

E 

15DME  

270R  

ABC VOR 

5miles

20:30Z

Holding 

• What Radial are you holding?
• Right hand (Standard) or left hand hold
• Time/Distance hold? 
• Draw the Hold on a VOR
• Where are you in relation to the VOR?
• What kind of Entry are you going to make Direct/Parallel/TearDrop?

Note:

ATC in concern about the Inbound leg of the Hold, the length of it (distance or time) and to be on the  protective side

They do not care how you enter the hold

Holding Pattern - Entry Method

"HEADING" and "RADIAL" (Radial ALWAYS leaves the VOR), Heading is the direction you're flying. When you take into consideration the WCA inbound and outbound legs at altitude, you're not flying a race track pattern any longer.

ATC: November 518 Foxtrot Tango, Hold west of the VOR on the 270 Radial, one minuite legs, Right hand turn, Expect further Clearance one zero minutes.

REMEMBER THIS. Whenever a holding clearance is given, ask yourself: ‘what is my outbound heading on the hold?’ Say for example, if you were asked to make a standard hold on the radial 120, then obviously you would be on the radial 120 but heading 300. Your outbound heading would obviously be heading 120. Then SEE what quadrant your outbound heading lies. If it is on the off-set quadrant, it is a n off-set entry and so on. Whatever quadrant your outbound heading lies is your type of entry. Very simple

HOLDING PROCEDURES

Direct Entry

• Upon crossing the fix, turn to follow the holding pattern

Parallel Entry

• Upon crossing the fix, turn to a heading parallel the inbound course

• After one minute, turn 210 degrees around (30° intercept to inbound)

• Intercept and fly inbound course

Teardrop Entry

• Upon crossing the fix, turn outbound to a heading 30° into pattern (240° heading in this example)

• After one minute, turn 210° around to intercept inbound course

 Holding Pattern Entry Methods

1. Direct Entry (Red):

- Used when approaching from the front.

- Fly straight to the holding fix, then make a 180° turn to enter the pattern.

2. Parallel Entry (Green):

- Used when approaching from the opposite side.

- Fly past the holding fix, turn opposite the pattern, then turn back to enter.

3. Offset Entry (Blue):

- Used when approaching at an angle.

- Fly toward the fix, turn 30° away, then make a turn to join the holding pattern.

Each method ensures smooth and safe holding for air traffic control.