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.

Tips for flying an Instrument Approach Procedure IAP

 

Tips for flying an Instrument Approach Procedure IAP 

Localizer - Horizontal sideways

Glide Slope - Vertical up/down

When you're "Clear for the Approach" then you descend to the glideslope 

1. When to Brief an Instrument Approach Plate?
• Before you're in the Air, during IFR flight planning and or preflight
• Check the forecasted winds at your destination airport and brief the IAP that you could expect at the airport
• In the Air
• Brief the IAP during your enroute phase, preferable before you began to descent
• ATC approach often will tell you what IAP to expect
• Request ATC approach for an approach and depending on winds and traffic flow at the airport that may give it to you
• Set you your avionics to ensure you are fully prepared prior to reaching the Initial Approach Fix (IAF) associated with the IAP
• Confirm you have the right approach procedure and that it is current before briefing it
• Check the notes to see if there is anything that would prohibit you from flying the approach
• Look at your inbound course and set it on your CDI or HSI
• Look at the LOC frequency, if on an ILS/LOC approach and enter it in your NAV radio and identify it
• Confirm the runway length and touchdown zone elevation, as well as runway lighting
• Make sure to put the GPS Avionics in the requisite VLOC or GPS mode for the HSI
• Review any step=down altitude
• Brief the glideslope intercept altitude for a precision approach to ensure a "false glideslope" is not inadvertently followed.
• Confirm the airport weather conditions meet visibility. / ceiling minima for the approach
• Review the DA Decision Altitude and MDA
• Review the FAF, MAP and VDP if there is one
• Review the Miss Approach Procedure
• Key Tasks to do before Starting an Instrument Approach Procedure
• Perform before Landing Checklist Prior to arriving at the Instrument Approach Course after:
• ATC gives you a clearance to an Initial Approach Fix  or \\
• ATC give you vectors to intercept the Inbound Course
• Upon turning inbound on the Instrument Approach Course Maintain Altitude until the glideslope is on dot above center on the CDI
• Then configure the Aircraft for Landing, with 10deg of flaps and gear down, and reduce power to maintain glideslope and ensure a stable approach, as you cross the Final Approach Fix (FAF) 
• Gear/Flaps should be down at glideslope intercept for a precision approach or by FAF for a non-Tips for a mon-precision approach
• Make increasingly minor heading, pitch and power changes as you descend down the glideslope and approach DA or MDA
• Heading changes should NOT be more that +/- 5 degrees , and even less when you near the runway centerline and the DA/MDA
• With ILS and LPV approaches, the lateral course sensitivity will continue to increase as you approach the runway
• Key Callouts at predetermined points at IAF
• "Localizer/course Alive"  - when you turn inbound
• For ILS Callouts - "Glide slope alive"  .. or ..
• For GPS LPV callouts "Glide Path Alive"
• For GPS approach, verify/callouts (LPV or LNAV/VNAV) on avionics
• For ILS verify/callouts ("no flags" and "on glideslope at glideslope intercept")
• Callouts as you approach minimums
• "1,000 feet to minimums"
• "500 feet to minimums"
• "200 feet to minimums"
• "100 feet to minimums"
• At DA or MDA: Callout 
• "minimums, or "Landing"  or "Going Missed"
• Landing or Going Missed on an IAP
• If Landing:
• slow to landing speed and continue inbound for a landing
• Only apply additional flaps if necessary to ensure stable approach all the way to touch down
• If going missed:
• After initiating the missed - pitch up, power up, gear up, flaps up , and activate missed procedure n the GPS avionics by un-suspending the flight plan
• Contact Tower or CTAF and report going missed
• Switch to ATC Approach and report you've gone missed and are flying the published missed. 
• Await further instructions from ATC

Reference:

https://www.youtube.com/watch?v=c3bv9zkdgCw

Tower

 Tower 

1. Clearance Delivery 
- Aircraft at gate get their routes
- What squack code to put in their transponder
- which runway to go to  

2. Ground Controllers 
- Move on the ground 
- Ground Controller Radar

3. Tower Controller 
- take off and landing of aircrafts

4. Area Controller 
lateral and vertical seperation

5. Area Controller Center  ACC  
* Sectors - large volume of area
* Approach Controller 
when aircraft is about 5-7 miles of airport approach hands over aircraft tower
- Slow down aircraft
- circle Around
- Vectoring (changing headings etc)

6. ATIS 

• ATIS provides pilots with essential non-control information in busy terminal areas, reducing workload for air traffic controllers and frequency congestion.

Content:

• Airport/facility name
• Phonetic letter code (e.g., "Information Alpha") 
• Time of the latest weather observation (UTC)
• Weather information (wind direction and velocity, visibility, obstructions to vision, sky condition, temperature, dew point, altimeter setting)
• Runway in use 
• Other pertinent remarks (e.g., NOTAMs, PIREPs) 

airways 
fixes 

Instrument Flying - Departure, Enroute, Arrival, Approach

 

Departure

• ODP Obstacles Departure Procedure
• SID Standard Instrument Departure
• VFR

Enroute

• Airways
• Minimum altitude

Arrival Procedures

• Traffic Sequencing into a busy airport
• Traffic Funnel in to runway

Approach

• Precision
• Non Precision
• VFR

ICAO Phraseology Reference Guide states :
"APPROACH AND LANDING
Pilot-interpreted Approaches (eg ILS) Phraseology

The phrase ‘cleared ILS approach runway xx’ has, in the past, introduced
some ambiguity whereby pilots have taken this to mean they are cleared to the
altitude/height depicted on the approach chart immediately prior to the final
approach fix. This should not be assumed; normally clearances to descend at
this point will be given distinctly.

Other phrases that are commonly in use include:

‘Report established localiser (or ILS, GBAS/SBAS/MLS approach course).’
‘Maintain (altitude) until intercepting glide-path.’
‘Report established on glide-path"

So it means that you're unable to des without clearance. There were a few reprts from Chinese CAA about the situation the same as your example.

IAF to IF 900м , FAP at 600m during turn to final the flight crew recived 

"cleared ILS APCH RW..." and descended to 600 w/o instruction to des. 

The result was a report from CAA. As I know in the U.S. and in countries that also respect U.S. rules ( South Korea for example) it is permitted to des. as published when you recieved Cleared ..Appch.

Instrument Checkride Questions

Question:  What do you do if you lost communication in IMC?
Answer: Squack 7600, maintain IFR route, try to initiate communications, Aviate, Navigate, Communicate

Attempt to restore comms, if unable, squawk 7600, then fly your route as filed to your clearance limit until your EFC time, then shoot an approach at the nearest suitable airport.

If you have been cleared all the way to your destination then you are to hold at your destination, then arrive at the IAF at your slated ETA. For enroute lost comms altitudes, it’s filed, MEA/MOCA, or OROCA, whichever is higher and applicable to your route of flight. If you were off airway and you went lost comms, you’d have to climb to the OROCA. If you’re on an airway, you’d have to be at or above the MEA (which you should ordinarily be anyway)

Squack codes

7500 hyjack

7600 lost comm

7700 

Flight Deck - Cockpit

 

CRAFT mnemonic.

 I hate that CRAFT mnemonic.

Paper on a clipboard.
This is what I do
Nxxxx
Cleared
Via
Maintain
Expect
Departure Frequency
Squawk.



Chads:
Clearance
heading
alt
departure freq
Squawk

The Cessna 152 cockpit

 The Cessna 152 cockpit is designed with simplicity and functionality in mind, making it an ideal training platform for student pilots. Here are some key features:

Analog Gauges: The cockpit is equipped with traditional "steam gauges" that display critical flight information such as airspeed, altitude, attitude, heading, and vertical speed. These instruments help develop fundamental pilot skills.

Dual Control Yokes: The Cessna 152 features dual yoke controls, allowing instructors and students to seamlessly switch control during flight training.

Basic Avionics: The panel includes a basic avionics stack with communication and navigation radios. These are essential for VFR (Visual Flight Rules) and basic instrument training.

Throttle and Mixture Controls: Positioned centrally for easy access, the throttle and mixture levers enable precise control over engine power and fuel-air mixture.

Compact Layout: The cockpit layout is straightforward and uncluttered, ensuring that students can focus on learning to fly without unnecessary distractions.

Durability and Familiarity: As a widely used trainer aircraft, the cockpit design of the Cessna 152 is familiar to flight instructors and maintenance teams, making it highly reliable for training operations.

CRAFT IFR Clearance

 

I hate that CRAFT mnemonic.

Paper on a clipboard.

This is what I do

Nxxxx

Cleared

Via

Maintain

Expect

Departure Frequency

Squawk.

Chads:

Clearance

heading

alt

departure freq

Squawk

737 MAX

Ref : https://www.youtube.com/watch?v=aLNzRFrgAYU

 

pilot alphabet

 

Boeing 737 NG cockpit

 

The Boeing 737 NG cockpit design emphasizes modern ergonomics, advanced technology, and streamlined operations. Here’s an overview:

1. Glass Cockpit: The 737 NG features a “glass cockpit” with digital displays replacing traditional analog gauges. This setup includes large Primary Flight Displays (PFDs) and Navigation Displays (NDs) that provide a wealth of information at a glance.

2. Flight Instrument Panels: The cockpit has two main panels in front of each pilot. The PFDs display essential flight data like altitude, airspeed, and attitude, while the NDs offer navigation, weather, and terrain information.

3. Central Control Panel: Includes the Flight Management System (FMS) control panel, which pilots use to input flight plans and manage various aspects of flight performance.

4. Engine Instrumentation: Engine data and alerts are managed through the Engine Indication and Crew Alerting System (EICAS) or Engine Indication Display (EID), providing detailed information on engine performance.

5. Autopilot and Flight Control: The autopilot control panel is located on the overhead panel, and the side stick controls are ergonomically placed for easy access.

6. Overhead Panel: Houses controls for various systems including electrical, hydraulic, and pneumatic systems. It also contains switches for lighting, anti-ice systems, and other aircraft systems.

7. Communication and Navigation Radios: Located centrally, these radios are used for communication with air traffic control and for navigation purposes.

Overall, the design of the 737 NG cockpit integrates advanced avionics with a user-friendly interface to support safe and efficient flight operations

Flight Management Computer (FMC)

 

The Flight Management Computer (FMC) is an advanced avionics system used in modern aircraft to assist pilots with flight planning and navigation. It integrates various aspects of flight management, ensuring efficiency, safety, and accuracy throughout the journey. Here’s how it works:

1. Flight Planning:

The FMC allows pilots to input the flight route, including departure and destination airports, waypoints, and alternate routes. It also calculates the most efficient path based on weather, air traffic, and aircraft performance.

2. Navigation:

Using data from GPS, inertial navigation systems (IRS), and other sensors, the FMC provides precise navigation guidance. It automatically adjusts the flight path to stay on course.

3. Performance Management:

The system calculates critical flight parameters, such as optimal speed, altitude, and fuel consumption, ensuring a balance between efficiency and performance.

4. Automation:

The FMC interfaces with the autopilot to automate tasks like climbing, cruising, and descending. This reduces the pilot’s workload and ensures smooth operation.

5. Updates:

Real-time information like weather updates, wind conditions, and air traffic restrictions can be integrated into the FMC, allowing dynamic adjustments to the flight plan.