PT Revision Guide: 2nd Edition

• For PT 1 – Pages: 1 – 11
o See pages 15-17 for upper-airwork manoeuvres that are taught before PT 1,
but are not tested until PT3

• For PT 2 – All before, and pages: 12 – 15

o Page 14 & 15 have a number of nav tips and common PT questions!

• For PT 3 – All before, and pages: 15 – 19

• For PT 4 – All before, and pages 20+

*Specific setups will vary from instructor to instructor. If you have any more feedback to add
to it, please let me know! – Tom

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 PT Revision – Part 1: Theoretical Knowledge
Personal Checklists:
Pre-brief personal checklist: PAVE
P Pilot
A Aircraft
V Weather
E External Factors (e.g. stress)

Pilot safety checklist: IMSAFE

I Illness
M Medication
S Stress
A Alcohol
F Fatigue
E Eating/Emotion
*Van Simpson question

Pilot Medical Details:

- Class 3:
o valid 5 years for pilots under age 40
- Used for Student pilot, PPL, FI and FE

Required Pilot Documentation:

Required personal documentation: PFLS
P Photo ID / Passport
F FAA Medical (Class 3)
L Logbook + Endorsements
S Student Pilot Certificate
*popular current PT question as these are required for all solo flight with duty desk

Aircraft Documentation:
Documents that must be carried: ARROWPCG
A Airworthiness Certificate

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R Radio License (not required on archer as non-international flight)
R Registration Documents
O Operational Manuals (POH, AFM)
W Weight and Balance documents (found in Section 6 of POH)
P Placards (2 main types – limitation and inoperative)
C Compass Card (Not found on archer as archer has magnetometer in G1000 and Aspin
which can be calibrated for deviation. They are found on Diamond as DA standby is a
DRMC) *Peter and Dave trick question special – new question!
G G100 Supplements
*Classic exam question, so: Dave, Peter, Wannes, VanSimp, BIG Sosa question recently!

Aircraft Inspections:
Aircraft inspection periods: AVIATES
A Airworthiness (Annual or upon Directive)
V VOR Inspection (Every 30 days)
I Inspection (CAE use ‘progressive inspection’ rather than hour-based: 4 x 60hr cycles – Full
rotation must be completed annually, up to 10hr early-inspection buffer on each cycle, used
for high-usage fleet maintenance. Details found on RMS sheet in tech log)
A Altimeter inspection (Every 24 calendar months)
T Transponder inspection (Every 24 calendar months)
E ELT (Every 12 calendar months, ½ battery or 1hr of continuous use)
S Static Sources (24 calendar months)
*Airworthiness certificate popular question – know where to find and how to read in Archer

Required Equipment:
REQUIRED VFR DAY EQUIPMENT LIST: ‘A TOMATO FLAMES’
A Airspeed Indicator
T Tachometer
O Oil Pressure Gauge
M Manifold Pressure Gauge (Not found on archer as naturally aspirated and fixed pitch)
A Altimeter
T Temperature gauge (Not found on archer as archer is not oil-cooled)
O Oil Temperature Gauge
F Fuel Gauge

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L Landing Gear position lights (Not found on archer as archer is fixed gear…)
A Anti-collision Lights
M Magnetic Direction Indicator
E ELT
S Safety Belts
*Extremely popular PT question, all examiners, a must learn
[Airspace restrictions may require further equipment such as transponder etc.]

Required VFR Night Equipment:

Required VFR Night Equipment: VFR DAY + FLAPS
F Fuses: 3x each type (Not required on archer as archer has circuit breakers)
L Landing Lights
A Anti-Collision Lights
P Position Lights (Nav Lights + rotating beacon)
S Source of Power (Alternator/Generator)

CAE SQUAWK Procedure:

If any inoperative component is identified, aircraft must be squawked. FAA determines any
equipment fitted on aircraft must be operative, even if not required, unless:
- Equipment is repaired
- Equipment is replaced
- Equipment is removed
- Inoperative placard is displayed and recorded
A flight permit can be applied for with FAA for special exemption if required (e.g. a
repositioning flight for maintenance)

Aircraft Technical Knowledge:

- Powerplant:
o Lycoming 361
▪ 4 Cylinder – 361cc displacement
▪ Direct Drive
▪ Horizontally Opposed
▪ Naturally aspirated
▪ Air Cooled
▪ 180bhp @ 2700rpm redline

- Propeller:
o 76in, Twin blade, fixed pitch

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 - Fuel:
o 100LL Blue / 100 Green AVGAS
o Full Tank Capacity: 50 USG
▪ 48 USG Usable
▪ 2 Unusable
o Tabs: 34 USG usable
o Max imbalance: 10 USG
o Float type fuel gauge (subject to turn and climb errors)
o Electrical priming
*fuel topics are popular PT questions
- OIL:
o Manufacturer Max. : 8 US Quarts
o Manufacturer Min. : 4 US Quarts
o CAE Min. : 6 US Quarts
o 25 – 115 psi operational range

- Electronics:
o 24V Battery
o 28V 70Amp Alternator (Higher voltage so alternator charges battery, not other
way round…)
o 23.3V Emergency Battery (Approx. 30 mins)
o Starter wired only to main battery – no start on emergency battery
o 28V voltage regulator – stops surge damage

- Mass:
o MTOM: 2550lbs
o MRM: 2558lbs (8lbs taxi)
o MLM: 2550lbs
o MZFM: 2550lbs
o Max Baggage: 200lbs
o Max Load Factor: +3.8G, -0G; normal category (intentional spin and aerobatic
maneuvers not permitted)
*Peter question on masses and taxi fuel, Brendan question about aircraft
category

- Speeds:

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[Max maneuvering speed: 98kt @ 1917lbs, 113kt @ 2550lbs]
*Speeds are an extremely popular PT question – learn them – useful to know anyway!

- Starter Cycles:
o 10 second crank – 2 minute rest between each failed start
o 5 Attempts – 30 minute cooling rest
o 5th attempt: Lycoming start is used:
▪ Prime
▪ Mixture full rich
▪ Throttle idle
▪ Engage starter
▪ Advance throttle during crank to catch start

Flight Controls:
- Primary:
o Ailerons
o Stabilator
o Rudder

- Secondary:
o Flaps
o Trim

- Brakes:
o Hydraulic actuation - check for pressure as part of landing checklist
o Engine housed reservoir

Warning and Caution indications:

- Warning:
o Red flashing master caution
o Red flashing CAS message
o Repeated chime pairs

- Caution:

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 o Amber flashing master caution
o Non-repeated double chime

Weather Forecasting and Reporting validity:

- METAR: 1hr (METAR has 5nm radius of validity)

- Convective SIGMET: 2hr

- SIGMET: 4hrs
o if TS or ASH: 6hr

- AIRMET: 6hr
o Tango: Turbulence
o Sierra: Mountain Obscuration (ceiling < 1000 ft and/or vis < 3 sm)
o Zulu: Icing

- TAF: 24/30hr validity

- Charts
o Synopsis: 18 hours
o Clouds: 12 hours
o Outlook: 6 hours

- TAF/METAR common abbreviations:

BC Patches

BL Blowing

DR Low Drifting

FZ Freezing

MI Shallow

PR Partial

SH Showers

TS Thunderstorm

*Weather reporting and forecasting questions are extremely popular PT2 questions, all
examiners inc. Faber and other new examiners. Be extremely proficient at decoding raw
TAFs and METARs on demand. Be comfortable delivering a full, detailed weather brief, both
terminal, and en-route. For what to include in a weather brief, see further on. A good weather
brief is a great way to impress an examiner early on.

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Weather requirements for CAE operations:

Airspace Classifications:
- Class A
o 18 000 ft - FL600
o Only IFR (IFR clearance needed to enter)

- Class B
o SFC - 10 000 ft AAL
o Surrounding the busiest airports, contains all the instrument approaches for
that airport
o Explicit clearance required to enter
o PPL or student pilot must have:
▪ Ground + flight training on specific Class B airspace
▪ Endorsement for specific class b airspace, not oldest than 90 days
o ATOMATFLAMES
o Airspeed <250kt
o Mode Charlie Transponder needed below Bravo, even if not IN the bravo

- Class C
o SFC - 1200 ft AAL / 5nm radius
o 1200 - 4000 ft AAL / 10 nm radius
o Surrounding airports with a certain amount of IFR and passenger traffic
o 2-way comms
o Clearance to enter the airspace is obtained when the tower states callsign
(“callsign, standby” is still a clearance)
o Mode Charlie Transponder

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 o Airspeed < 200kt
o ATOMATOFLAMES

- Class D (KFFZ)
o SFC - 2500 ft aal
o Surrounding airports with a control tower
o If Class D is part time, than it reverts to Class E or Class G
o Airspeed < 200 kt
o ATOMATFLAMES
o 2-way Comms

[Mode C transponder is required in airspaces A, B and C, plus in airspaces SFC - 10 000’

having a radius of 30 nm around specified airports e.g. KPHX (Mode C veil)]

- Class E
o Base:
▪ If not depicted = 14 500 ft MSL
▪ Blue line = 1 200 ft AGL
▪ Magenta line = 700 ft AGL (KFFZ)

o Above FL600
o < 200 kt (as above)
o ATOMATOFLAMES

- Class G
o Uncontrolled airspace, not designated as A, B, C, D, or E
o ATOMATOFLAMES

- VFR Corridor:
o “tunnel” of airspace passing through class b airspace. Clearance not needed
to fly through

- VFR transition route

o Course to follow (depicted on TAC) through Class B.
o An ATC clearance is required to follow the route (altitude usually assigned by
ATC).
*Airspace is an extremely popular exam topic asked by all examiners extensively. Learn B,
C, and D requirements especially carefully, and be wary of any questions involving “is this a
clearance ‘…………….’”, as it is easy to fall into traps with callsigns, and bravo clearances.

Special Use Airspace:

- Prohibited areas:
o Airspace of defined dimensions within which the flight of aircraft is prohibited

- Restricted areas:
o Airspace within which the flight of aircraft, while not wholly prohibited, is
subject to restrictions

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 - Warning areas:
o Airspace extending from three nautical miles outward from the coast that
contains activity that may be hazardous to nonparticipating aircraft

- Military operations areas:

o Purpose of separating certain military training activities from IFR traffic. Pilots
operating under VFR should exercise extreme caution while flying within an
MOA and prior to entering an active MOA, pilots should contact the controlling
agency for traffic advisories.

- Alert areas:
o To inform non-participating pilots of areas that may contain a high volume of
pilot training or an unusual type of aerial activity.
*Many new examiners e.g. Faber, Kait, Sosa are keen on MOA and Luke SATR information
questions. Know where to find the information on the chart, and be hot on frequencies and
altitude restrictions for the ones near falcon.

VFR Weather requirements for airspace classifications:

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*Weather minima and legality dependent on airspace classifications are extremely popular
PT questions. Learn B, C, D, E, and day G. Faber, Brendan and some other tough
examiners ask this question by asking you to brief the route altitudes, current weather on
your route, then ask you if you’re legal. You have to apply the airspace restrictions yourself,
so be careful.

Falcon Field ‘Rocket Question’ Answer:

- Q: If you fired a rocked from falcon field upward, what airspace would you pass
through?
A 18 000 - FL600
- A: In order: D, E, B, E, A
E 9000 - 18 000 ft

B 4000 - 9000 ft

E 3400 - 4000 ft

D SFC - 3400 ft

*Rocket questions are popular with classic examiners e.g. leads, be hot on them and able to
do them from anywhere on the chart, although falcon is the most common one.

Weather Brief (in order):

- Adverse conditions
o SIGMET, AIRMET, PIREPS

- Synopsis
o Fronts, pressure systems, general associated conditions

- Winds Aloft
o Expected drift, max drift

- METAR
o Company and personal limitations

- TAF
o Company and personal limitations
o Unsafe / adverse trends

- NOTAM / TFRs
o Departure, destination, and alternate airport
*Be extremely proficient at giving a weather brief. Use 1800wx to brief. ‘old abbreviated style’
has tabs you can cycle through for each area to make it easy. Ask instructor to show you
website. Sometimes useful to keep these headings in a notes page and just fill each time.

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CAE Student Solo Restrictions:
- No Touch and Go’s
- No vacate the active on twy B (can taxi via twy B when crossing from twy E)
- Taxibacks only permitted 0530 - 2200 LT
- Full Tanks required on all solo departures
- Must have flown on type not longer than 14 days ago
- Must have flown no more than 10hrs solo PIC since last dual
- Weather:
o Visibility: 3 SM
o Ceiling: 1500 ft
o Max endorsement: fullwind < 25 kt, crosswind < 15 kt, tailwind < 5 kt
- Must advise student solo on initial contact “FALCON TWR, OXF123, STUDENT
SOLO……….”
*Dave, Peter, Wannes , Faber question. Learn them anyway.

Light Gun Signaling:

Stable approach criteria:

- On centerline
- On glidepath
- On speed (-0kts / +10kts)
- Configuration set (flap 40)
- Power set
- Checklists complete
*Popular leads question, brief before you go flying, explain go-around procedure in the brief
in the event of unstable at minimums.

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 PT Revision – Chapter 2: Emergency Procedures:
Engine Failure Forced Landing (ABCDE Method):
- A Airspeed pitch for best glide [76kt]
- B Best place to land:
o Wind
o Size
o Shape
o Surface
o Slope
o Surroundings

- C Checklists:
o If prop windmilling:
▪ Engine restart flow (right to left):
• Alt air: open
• Throttle: open
• Mixture: open
• Magnetos: on
• Fuel pump: on
• Alternator: on
• Battery master: on
• Fuel selector switch tank (not fullest, as current fuel line may
be blocked)

o If prop ceased/engine fire:

▪ Engine shutdown flow, no restart!
• *Restart flow left to right – All engine switches: off. Leave
screens and avionics on.*

- D Declare emergency:
o Squawk and Talk (7700, 121.5 or towered frequency)

- E Escape:
o Loose articles stowed and away
o Doors latched open
o Glasses and sharp objects removed from person
o ELT switch active/on
o Engine secure flow

Engine Fire Forced Landing:

- Power idle
- Mixture idle cut off
- Full flap set
- Pitch for emergency descent [95kt]
- S turns / 180 for smoke avoidance as required
- when fire extinguished –

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 - Drag flap away without delay
- Transition to best glide [76kt]
- Flap retracted in stages
- Resume ‘Engine Failure Forced Landing ABCDE’ procedure {above}

Electrical Fire:
- Emergency battery: arm
- Battery master: on
- Alternator: off
- Vents: all open
- Cabin heat and air: off
- Fire extinguisher: deploy
- Execute precautionary landing

Engine Fire on Start Up:

- Continue Cranking
- Throttle: Open
- Mixture: Idle cut-off
- Fuel pump: off
- Fuel selector: off
- If fire persists, refer to Engine Fire on Ground procedure {below} -

Engine Fire on Ground:

- Fuel Selector: off
- Throttle: closed
- Mixture: idle cut-off
- Fuel Pump: off
- Master battery: off
- Magnetos: off
- Emergency Battery: off
- Parking Brake: set
- Evacuation – P2, then P1, then rear passengers – rear passenger collects fire
extinguisher on evacuation

VFR into IMC (180-Spirit method):

180 – 180deg Rate 1 – turn to fly out of IMC
S – Safety Altitude – Climb to safety altitude, do not descent below safety altitude
P – Pitot Heat – Switch ON
I – Instruments – Check instruments for erroneous / nil-indications
R – Radar Vectors – Request radar vectors from ATC facility

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I – Icing – Check edge surfaces for icing such as fuel caps and door latches every 1000ft
climb/descent or 15mins IMC
T – Transponder – Squawk 7700 emergency

PT Revision - Chapter 3: Navigation

Double-Track and Cross-Track Error Correction:

- If before leg midpoint:
o Refer to chart and identify current position, and number of degrees off track
from the start of your leg
▪ Use 10 degree drift lines to aid you

o Once you have identified the number of degrees off-track, double it, and add
or subtract this number from your heading, depending on whether you are left
or right of track respectively, to achieve new heading to fly.
o Perform a time check from the start of your leg
o Turn and fly the new heading for the time elapsed to your current position
since the start of your leg
o After the time flown on the new heading, and having returned to track, turn to
previous heading. This method brings you back on track in the time you have
been off track. It will not take you direct the end of your leg.
▪ be mindful a heading adjustment for the remainder of the leg may be
required

- If after leg midpoint:

o Refer to chart and identify current position, and number of degrees off-track
from both the start of the leg, and the end of the leg.
o Add these together, and add or subtract this to your heading depending on
whether you are left or right of track respectively.
o Having calculated your new heading, turn and fly. This method will take you
direct over the leg end point from present position, rather than back onto
track.

*Navigation Planning: tips, tricks, and bonus answers*:

- www.1800wxbrief.com is the official FAA source for weather and flight plan filing
o Remember: 1800wx winds are forecast in TRUE, but we fly in MAGNETIC so
do not forget to convert your forecast winds before you calculate!!

- VFR corridors:
o 8nm wide
o Can be found by blue arrow on TAC and Sectional charts over Sky Harbor
runways

- The Tucson Class C Double Rings:

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 o Has two Class C shelves – outer is to indicate Tucson Approach, inner is
Tucson Tower
o You must talk to Tucson Approach before entering outer ring – even if VFR

- High and Low altitude VORs:

o There are two types of VOR:
▪ High altitude – used for terminal and en-route navigation e.g. Stanfield
- TFD
▪ Low altitude – used for terminal and local area operations only e.g.
Willie - IWA
o Only High altitude VORs are illustrated with a VOR ROSE on the sectional –
both high- and low- VORs are shown with the VOR ROSE on the PHX TAC
chart
o You may be asked in your PT 2 to position fix using VOR. Whilst Willie VOR
(KIWA’s VOR) is a low altitude VOR, you can of course use it to position fix in
the SE Practice Area provided it is in range (see tracking and intercepting
later on in this document for more on VOR use!)

- KFFZ, KSDL (Scottsdale), and a number of other named flags have an Underline
under their name on the sectional and TAC, along with a magenta flag… why?
o They are common VFR reporting points

- Types of water illustration on the TAC and Sectional:

o Permanent bodies of water illustrated on the TAC and Sectional are shown in
blue
o Seasonal, temporary, or dry-bed water bodies are illustrated by a white
background, with blue outline, and blue speckled dots
o Be wary when planning using these points as turning points – the water may
not always be there, and you may be looking for a patch of dark dirt instead
e.g. Lake St. Clair

PT Revision – Chapter 3: Stick and Rudder Procedures

Flap Operation (LOI Method):
- Deployment:
o L - Limitation: verify speed in white arc [below 102kt] – verbal confirmation
o O - Operation: smooth and progressive use of flap lever to deploy flap as
required
o I - Indication: verify flap deployed fully and symmetrically with external visual
inspection

- Retraction:
o You can always put ‘drag flap away without delay’ (drag flap = flap 40, lift flap
= flap 25, flap 10)
o Retract lift flap always incrementally: flap 25 >250ft AGL, flap 10 >300ft AGL

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Standard Stall Recovery (SSR) (EASA method):
- Control Column Centrally Forward;
- Simultaneously Apply Full Power
- ‘Drag Flap away Without Delay’ -
- Verify Positive Increase in Speed
- Roll Wings Level
- Pitch for Gentle Climb
- Subsequent flap retracted as required per procedure -

Standard Spin Recovery (NASA PARE method):

P - Power idle
A - Aileron neutral
R - Rudder OPPOSITE to spin direction (to break the spin rotation)
E - Elevator pitch forward (to break stall)
- Verify spin exit –
- Progressively Pitch out of dive and Power for gentle climb
- Retract flap as required

Slow flight [Archer]:

- Power [1500rpm]
- Flap set as required -
- Progressive pitch maintaining altitude as speed slows
- 5kt prior to target speed [65kt clean, 60kt dirty] introduce power
- Pitch, power, and trim as required for target speed [60kt clean, 55kt dirty] [approx.
1800rpm]

Stall Setups [Archer]:

- Basic clean stall:
o Power idle
o Continuously pitch and trim until 76kt
o Progressive back pressure to maintain altitude as speed slows
o - Full stall -
o SSR

- Takeoff / Power on:

o Power idle
o Progressive pitch and trim to maintain altitude as speed reduces
o Set full power at rotation speed [~65kt]
o Select and maintain 20deg nose up attitude

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 o - Full stall –
o SSR*
* caution: wing drop likely – vital to only roll wings level AFTER verified increase in speed
and verified exit of stall to avoid spin.

- Base to final:
o Simulated late downwind: power set [1500rpm] [95kt]
o Flap set 25
o Turn simulated base
o Progressive pitch and trim to achieve base leg speed [75kt]
o Stable slow descent ~100ft
o Turn simulated final
o Progressively pitch up through turn, max bank 20deg
o - First indication of stall –
o SSR

- Final approach/landing:
o Power set [1500rpm]
o Full flap set
o Progressive pitch and trim for [70kt]
o Gentle descent at 70kt ~100ft
o Power idle
o Progressive pitch up
o - Full stall -
o SSR

Approach-Phase Forward Slip:

- Power: idle
o Do not slip with power as this is counterproductive. You are trying to lose altitude…

- Approach configuration set

o Some manufacturers do not permit slip with full flap – see POH

- Simultaneously:
o Progressive into-wind aileron
o Opposite rudder (as required to maintain track)

- Pitch as required to control speed

o Be mindful of pitot-static errors during slip

- When desired altitude is reached, simultaneously:

o relieve aileron input
o relieve rudder pressure to bring nose straight
- Be mindful of speed increase upon exit of slip on short-final over threshold as drag is
reduced. Be careful not to land flat on exit of slip, hold off nose and achieve proper attitude.

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*Some leads argue slip below minimums is unstable and a go-around is preferred, however
generally during a PT, a controlled slip is absolutely stable if executed correctly and used in
the correct circumstances. Remember: The ability to Slip is NOT an excuse for consistently
continuing approaches with poor glideslope control.

PT Revision – Chapter 4: Basic Instrument Flying

Navaid setup, Tracking and Intercepting (TODAI/ADI method):

- This may seem confusing at first, but there is a worked example below, and this process is
far easier in the plane with a G1000 screen in front –
- Always set up radio navigation aids correctly (STID method):
o S – Select – Select the navaid most appropriate to your position.
o T – Tune – Tune the published frequency in the nav frequency box
o I – Identify – Push in the NAV volume knob to IDENT the navaid via morse
o D – Display – Verify you have the correct nav displayed on the PFD rose

- When tracking towards the beacon, intercept at 30deg. If tracking outbound from
beacon, intercept at 45deg.

- When single-needle tracking and intercepting, use the following phrase/flow to

identify which heading to fly to intercept a desired radial:
o Use acronym/flow TO:DAI (‘today’) / From: ADI to identify which direction on
the heading rose the intercept heading will be (added or subtracted):

▪ If going TO the station, the direction of flow is:

• TO:DAI – Desired -> Actual -> Intercept
▪ If going FROM the station, then the direction of flow is:
• From: ADI – Actual -> Desired -> Intercept

- The method:
o CRS the desired QDR or QDM (if you are given “radial inbound”, then
CRS the RECIPROCAL to get QDM)

o Having correctly set the CRS knob to the desired radial or QDM, identify
which radial you are on (look at the RMI tail, this is always the radial you are
on).
▪ If you are going TO the station, look at the RMI head instead.

o Use TO:DAI/ADI to identify whether you will add or subtract the intercept
angle, depending on direction of flow (Anti-clockwise – subtract / clockwise –
add)

o Add / subtract the intercept angle from the middle needle/letter (depending
on if going TO or FROM station)

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 ▪ If going TO the station, add/subtract intercept angle from Actual (RMI
Needle) [blue]
▪ If going FROM the station, add/subtract intercept angle from Desired
(CRS needle) [green]

o Bug the new heading, and verify it is correct using the ‘PUSH the HEAD,
PULL the TAIL’ logic. If you have done this correctly, you should see the
heading will push the RMI head onto the desired, and will pull the RMI tail
onto the desired.

- See a worked example below! Try it yourself, and see if you can get the same
answer. Draw out a heading Rose, draw the two needles in, and try using DAI/ADI to
see if you can work out the intercept heading.

19
 PT Revision – Chapter 5: Holding and non-precision approaches
(if you thought it was hard up to here, just wait…)
For more information on how to hold, gates, and CAE holding procedures, see the holding
brief on aviobook
Basic under-the-hood:
- All turns when flying IFR are Rate 1 (180deg / minute, 3deg / sec or Max AoB
25deg), regardless of whether that is simulated IMC, or actual IMC.
o Rate 1 in an Archer is approx. 17deg AoB.
- Always ask for confirmation of cleared-to-turn. Under the hood you are not able to
complete a lookout turn, so it is prudent to ask for “cleared to turn?”
- It is good practice to complete a simulated icing check every 15mins under the hood.
o The easiest way to do this is whenever you switch fuel tanks.
* Some examiners e.g. Sosa and the leads always like to hear you ask for cleared-to-turn for
the first couple turns in your PT, so try to do the first few. Brendan is big on icing checks
under the hood, so be sure to vocalize them.
Always remember: “One glance [outside] is worth a thousand scans” Tactical hood placement can be a useful tool...

The Basic Hold:

- The basic hold is made up of four legs:
1. Outbound turn
2. Outbound leg
3. Inbound turn
4. Inbound leg

- A standard hold uses RIGHT turns, a non-standard hold is LEFT turns

- The side the hold is on is named the protected side, the non-hold side is the
unprotected side
o We always try to minimize time on the unprotected side of the hold

Protected Side

Inbound turn
Outbound turn

Unprotected Side

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Gates – (a CAE creation):
- Gate 1:
o Gate 1 is the first position check in the hold, and is checked at the end of the
outbound leg.
o In the ideal scenario, gate 1 falls at the end of your outbound leg, and your
position should be 30 degrees from your inbound course.
▪ i.e. at the end of your outbound time, you should be on the radial 30
degrees from your holding radial, and the angle between your CRS
and the RMI needle should be 30deg.
o Gate 1 is just an indicator, and no corrective action is taken at the Gate 1.

- Gate 2:
o Gate 2 is the more significant gate. Gate 2 falls after 120 degrees of heading
change through the inbound turn (i.e. 60 still to turn), and your position should
be 10degrees from your inbound course.
o Corrective action IS taken at the Gate 2 heading if you are wide/narrow.

Gate 1:

Gate 2:

- If, at Gate 2, you are:

o Wide: You shallow the turn and rolls wings level early, and fly the Gate 2
heading to re-intercept, then turn the rest of the inbound.

o Narrow: You keep the current turn on, turn through your heading, roll out late,
and re-intercept from the unprotected side.

- You can see how if you are wide at G1, you will probably be wide at G2. Use Gate 1
to prepare you for Gate 2.

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Calculating your inbound heading, outbound heading, outbound time, and gates:
- To calculate your headings, you must first be familiar with the clock code of wind
correction (diagram below if needed):

o First find your Max Drift (approx.1/2 the full wind speed in kts)

o Find your Wind Angle:

▪ The angle between your outbound course and the wind direction (if
this angle is over 90deg, use inbound course. Be mindful this means
you have a tailwind on the outbound leg.)

o Using the diagram below, apply your wind angle to the clock code, to see the
proportion of max drift you will use. This value gives you the number of
degrees of Single Drift.

- Having calculated your single drift, to find your INBOUND HEADING, apply one
single drift of correction to your inbound course (in the into-wind direction…).

- To find your OUTBOUND HEADING:

o If the wind angle is greater than 20 degrees: apply 3x Single Drift to the
outbound course (into wind). This will give you outbound heading.
o If the wind angle is less than 20 degrees: apply 2x Single Drift to the
outbound course (into wind).
- To find your outbound time:
*We are going to Apply a clock code to your FULL WIND, NOT Max drift, however how
you use the clock code is also slightly different*
o First, calculate your Time Angle. This is: T.A. = 90deg – Wind Angle.
o Apply the time angle to the clock code, to find out the proportion of FULL
WIND is your headwind/tailwind component.
o Apply 1 second of correction for every 1kt of headwind/tailwind you have to
the normal 1 minute outbound leg.
▪ If you have a headwind, your time will be longer.
▪ If you have a tailwind, your time will be shorter.

- You should now have your Inbound Heading, outbound heading, and outbound time.
The last thing to calculate for the hold is Gate 1 and Gate 2.

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 - The calculation of the Gates varies on whether the hold is right turns, or left turns.
o Use the acronym:
▪ L A R S (Left add, Right Subtract) to work out which way to
add/subtract for your gates.

o Gate 1:
▪ Assuming RIGHT TURNS, to calculate gate 1, simply subtract 30
deg. from your inbound course. This is your Gate 1 – and your RMI
needle head should point to this at the end of your outbound time. (+/-
180deg to get your Gate 1 radial, if your instructor prefers radials to bearings
for gates)

• The top tip here is, rather than looking at your RMI needle
number, just look at the angle between the RMI and CRS
needles. If it is greater than 30 deg. you are wide, less than
30deg you are narrow, etc.

o Gate 2: Gate 2 is a two stage process. You need a bearing, and a heading,
as rather than being defined by a time, it is defined by heading change:

▪ Again assuming right turns, to calculate gate 2, simply take 10

degrees from your inbound course, rather than 30 for gate 1. Similarly,
this is what the RMI needle should point to, with only 60 deg of
heading change to go.
• Like gate 1, it is much easier to look at the angle between the
needles, rather than the numbers themselves.

▪ To calculate the Gate 2 heading, again assuming right turns, subtract

60 deg from your inbound course. That is your Gate 2 heading. In
short, at this heading, you should be at gate 2, with 10 degrees
between your RMI and CRS needles.

- NOTE: Gates ONLY APPLY for HOLDS OVER THE NAV AID/simulated navaid.
They DO NOT APPLY and cannot be calculated for DME HOLDS.

Kneeboard tips for the hold:

- Before each flight, use the forecast winds for that day, and calculated all your
numbers for each of the 3 main holds (TFD, AZEKE, and BXK). This will SAVE you in
the air, as you will have already done all of the tricky calculations.
I personally have a kneeboard crib sheet written out (shown below). I fill the gaps with my
numbers for that day in pencil, and just rub them out after each flight. I keep it in the clear bit
of my kneeboard. I also have written on some useful frequencies, and the instr. approach
brief, just to reduce some workload. See below:

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The action flow of the hold**:
*to start this, we will simulate that we are already established in the hold on the inbound leg*
1. 0.5nm before fix: turn heading bug to outbound heading
2. Over fix: reset timer
3. *Turn to outbound leg*
4. Later of wings level or abeam fix: reset timer
5. *Fly outbound heading for outbound time*
6. 15 seconds before end of outbound: turn heading bug to inbound heading
7. End of outbound leg: verify Gate 1
8. *Turn to inbound heading*
9. *Fly inbound*
**Learn this, know this, be able to do this in your sleep!

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Non – Precision Approaches (NPAs):
- There are two types of instrument approach: Precision and Non-precision. Precision
approaches are approaches with BOTH vertical, and horizontal guidance. Non-
Precision approaches have horizontal guidance only.

- The stages of a non-precision approach:

o Initial Approach Fix (IAF):
▪ The beginning of the approach starts with the initial approach fix (IAF).
You have begun the approach having flown over the IAF. There may
be any number of initial approach fixes, depending on where you are
arriving from.
o Intermediate Fix (IF):
▪ Intermediate fixes may not be present, and are generally used for
longer jet approaches [such as WOBOY – ILS 30C KIWA]. They are
usually markers for stepped descents during the approach. There can
be any number of intermediate fixes on an approach.
o Final Approach Fix (FAF):
▪ This is the last fix on the approach, after which you begin the final
descent to land. You overfly the FAF at the Final Approach Altitude,
always printed at the top of the Jeppesen approach plate. There is
only one single FAF for an approach.
o Visual Descent Point (VDP):
▪ This is the last point on the final descent to land at which you must be
visual with the runway and at minimums in order to maintain a 3deg.
glideslope to the runway. If, assuming you are not visual with the
runway and having held minimums for a short time past VDP, you are
not able to remain within ‘normal maneuvers’ for the landing, you must
go missed.
o Missed Approach Point (MAP):
▪ This is the last point at which, if not visual with the runway, you MUST
begin the missed approach procedure. You may “go missed” at any
point on the approach, but generally this will just involve climbing to
the missed altitude, and are generally not permitted to maneuver
horizontally until passed the MAP to guarantee terrain clearance.
Note: One waypoint may be any combination of IAF, IF, AND FAF (E.g. VOR RWY5, KCGZ:
TFD is both IAF, and FAF).

*The flow of an NPA is a common pt 4 question, sosa etc. Questions on going missed are
common, so be clear on the procedure with instructor. Popular Brendan Question: “If you
were to lose DME or a secondary Navaid, under what conditions can you continue the
approach?” – Answer: “You must be able to identify all IAFs, IFs, the FAF, the VDP, and the
MAP, as well as confirm any changes to minimums, and only if the procedure isn’t prohibited
in the notes with the simulated failure”.

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The NPA Instrument Approach Flow:
- After departure procedure complete (past IFNUR): Verify altitude and heading,
cruise checklist.
- 15nm from IAF: Get ATIS for landing airport, comms & nav set, navaids identified
- >10nm: TRAMDRAM brief complete (see below for TRAMDRAM)
- 10nm: Descent checklist complete
- 5nm: Slow to 95kt, calculate hold entry
- 3nm: CRS inbound course, verify hold entry
- 1nm: heading bug entry
- Over fix on entry: Reset timer, turn for procedure turn.
- 0.5nm before fix on inbound**: Flap set 10deg, 90kt
- Over fix: Descend as prescribed for CDFA (Be aware e.g. stanfield you hold alt until
1.5nm after fix then descend).
*extremely important to learn this and complete every checklist without reference. This will
help workload in the preparation for the approach.
**Varies very slightly for ILS in PT 5.

Instrument Approach Brief (TRAMDRAM):

- T – Type: Type of approach, e.g. VOR or ILS
- R – Runway: Which runway is the approach for, which runway is in use, possible
circle to land?
- A – Airport: Which airport is the approach for
- M – MSA: Brief Minimum Safe Altitude
- D – DA/MDA: Decision altitude / Minimum Descent Altitude briefed and set in ‘baro
mins’ box
- R – RVR: Required RVR for the approach, current visibility
- A – Approach Ban: Do we have the required vis or do we have to hold with an
approach ban
- M – Missed Approach: Brief the missed approach, clear understanding of what
turns when.

*Must learn very well and be able to brief rapidly for any approach plate.

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