Instrument Flying

David Hoy

• Publisher: Crowood
• Year: 2014
• ISBN:
  9781847979247
• Topic: Technik & Maschinenbau
• Subtopic: Luftfahrt

This book is designed to supplement the instruction a student receives during his or her course. The Instrument Rating is a test of not only the student's ability to fly accurately on Instruments, the foundation, but also the ability to cope under a number of pressures. Instrument Flying is intended to help prepare the student to pass what is regarded as probably the most demanding flight tests in the world, the JAA Instrument Rating. It will also provide some useful tips and reminders when the IR renewal is due. Subjects covered include: Instrument Flight; Use of Radio Navigation Aids; Let Down and Approach Procedures for both ILS and NDB; Airways Flight; The Instrument Rating Test. Illustrated with between 20 - 30 exercise charts.

CHAPTER 1

THE INSTRUMENT RATING

TRAINING REQUIREMENTS

Without an Instrument Rating (IR) in your licence, you will not be employable as a commercial pilot, unless you are considering flight instruction, glider towing, crop spraying or perhaps aerial photography as a career! An IR permits entry into controlled airspace under Instrument Flight Rules, an essential for the airline pilot. Training for the IR must be in accordance with JAR FCL 1 and must be approved by the Civil Aviation Authority. The test, however, must be taken within a JAA JAR FCL approved state and, in the UK, with a CAA employed flight examiner.

The multi-engine IR (A) course (for aeroplanes) has the following minimum requirements:

1.	55 hours instrument time under instruction, which may include 2 or 3 below, but must include 4.
2.	25 hours (maximum) in an FNPT 1 if approved by the CAA.
3.	40 hours (maximum) in an FNPT 2 or flight simulator if approved by the CAA. With the agreement of the authority, no more than 10 hours of this 40 can be done in an FNPT 1.
4.	15 hours in a multi-engine aircraft.

Holders of a CPL (A), or those who have passed a CPL skill test and have met all the requirements for a CPL issue, can have the 55-hour minimum reduced to 50 hours.

The flight test for the Commercial Instrument Rating is usually carried out in a multi-engined aircraft, but not a centre-line-thrust, two-engine machine. A candidate for the flight test should either hold a multi-engine class rating or have passed the test for such a rating within the preceding six months.

More comprehensive information on training requirements and flying experience requirements can be obtained from the latest copy of Standards Document 1 Appendix D. Don’t leave home without it!

TEST PROFILE

The idea that the IR test’s standard profile comprises en-route, ILS, EFATO, asymmetric hold, NDB and general handling is incorrect. Some test centres frequently fly asymmetric ILS approaches because such profiles allow them to get the job done more efficiently. At Oxford, for example, there are few situations where it becomes imperative to fly an asymmetric ILS, although such situations may arise because of the reluctance of some airfields to allow procedural approaches. Consequently, applicants should not be surprised to have to fly an asymmetric ILS if the situation demands it.

Similarly, radar vectored NDB approaches may be flown, although it is more common for these to be flown from a procedure. Because of the problems of removing screens at DA/DH and the proximity of ACA, the asymmetric ILS is likely to lead to an asymmetric IFR go-around. If a visual circuit is then to be flown, the examiner will remove the screens once the aircraft is climbing safely and re-orient the applicant as necessary before the turn downwind.

The Test

The IR test is divided into six main sections:

1.	Pre-flight operations and the departure.
2.	General handling on instruments.
3.	Fn-route IFR procedures.
4.	Precision approaches, go-around or landing.
5.	Non-precision approach, go-around or landing.
6.	Asymmetric flight.

Either Section 4 or 5 must be flown following an ATC procedural clearance. The other approach may be carried out by following radar vectors. A hold will be a requisite on either Section 4 or 5.

The Instrument Rating initial flight test, as taken in the UK, must be conducted by a CAA employed flight examiner. It is designed to simulate as closely as possible a real trip.

Typically, the test will be based on a public transport flight from aerodrome A to airport B. At B, a radar vectored ILS will be flown, but on reaching decision altitude, the runway will be deemed not visible, and a go-around and missed approach will be required. During the go-around, an engine failure will be simulated. The necessary drills must be followed and the decision made to divert to airport C, where a hold and a non-precision asymmetric approach will be performed, eventually to an asymmetric committal altitude. This will be followed by a visual asymmetric circuit to a landing. At some stage during the flight, the examiner will want to see some limited-panel flying, including turns on to specific headings and recoveries from unusual attitudes, as well as two stall recoveries in full panel.

I should point out that not all flights will follow this pattern. Due to availability of radio aids, you may find yourself flying an asymmetric ILS approach and a symmetric NDB or non-precision approach. The examiners are not restricted to a set format. The good news is that all the aerodromes A, B and C will be known to you before you depart, and the format of the test will have been briefed in detail. Only the unforeseen or unplanned will affect the schedule. Fingers crossed, it should go to plan!

The flight examiner will choose a route for the test that may, or may not, start and end at the same aerodrome, but will not normally exceed a distance of 150 nautical miles. Typically, the flight should not last more than two-and-a-half hours.

PASS OR FAIL?

All sections of the test must be completed within six months. For the purpose of the IR issue, the skill test remains valid for six months. Prior to taking the actual test, a candidate is required to obtain what is known as the 170A in the same class of aircraft. This is achieved by flying with an authorized 170A flight instructor, who will confirm on the form his confidence that you stand a good chance of passing the test, that he has verified your hours and that you are entitled to fly with the CAA. You should also have passed all the appropriate examinations. Exceptions can be made if you’re on an integrated course.

An IR test allows two attempts at completion, assuming a partial pass was achieved on the first attempt. A partial pass is granted when only one section is failed at the first attempt. Failure of more than one section is considered a full fail, requiring a complete retest at the next attempt. All ‘partials’ require a re-examination of Section One in addition to the section actually failed. If on the ‘partial’ retest, you fail to make the grade again, a complete new test must be taken, with all sections being examined. If you...