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CHAPTER 2.5

INSTRUMENT FLYING

2501. Simulated Instrument Flying (SIF). SIF sorties are to be undertaken only with
a qualified safety pilot occupying the right seat. QFIs may carry out instrument flying
training for themselves either from the right hand or the left hand seat while carrying out
continuation training (Con Trg) with another QFI. All other pilots are to carry out SIF from
the left seat only. The safety pilot will be the Captain of Aircraft.

2502. Profile. The profile of an SIF sortie will be as follows:-

(a) Takeoff. Normal take off procedure to be followed

(b) Transition to Instruments. After completing confirmatory checks, establish a

ROC of 500 fpm at 150 Kts (Approx Tq 70 – 75 %). Carry out at least 2 - 3 scans of
instruments and go under the hood by 2000 ft. The following is to be achieved
before transition to instruments:-

(i) IAS – 150 Kts (Torque approx 70 – 75 %).

(ii) ROC – 500 fpm.

(c) Climb/ Tracking Out. Track out on VOR centre radial for the allotted
sector. Level out at 3000 ft as specified by ATC and maintain 150 Kts IAS.

(d) Simulated Engine Failure. Simulate an engine failure. Carry out immediate
and subsequent actions, climb to 5000‟ on single engine at Vyse. Carry out
climbing turns to left and right with 15º bank through 180º.

(e) Level Out. Level out at 5000 ft. Carry out a simulated airstart drill. Equalise
power on both engines and proceed with the remaining profile.

(f) Level Turns. Carry out rate 1 level turns to left and right at 150 Kts.

(g) Steep Turns. Steep turns are carried out with 45º bank through 360º. Carry out
a turn to left and right ensuring speed 160 Kts IAS. Checks before steep turn are
as follows :-

(i) Weather radar – Stand by

(ii) AC – Ram Air

(iii) Synchrophaser – Off

(iv) Speed levers – High

(v) Power lever – Adjust to ensure Spd ≥160 Kts throughout.

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(vi) Briefing – Brief the safety pilot regarding no. of turns,

rolling out heading and abort the turn if
Spd falls < 140 Kts or height loss >1000 ft.

(h) Level Turn (LP). Limited panel handling is to be practiced by using a

blanking for the ADI. Do not take out the ADI CB to simulate ADI failure. LP turns
are done at 150 Kts with rate 1 (3º / sec) through 180º. Carry out turns to the left
and right. The safety pilot is to punch the clock when the turn commences after
putting on requisite bank and stop the clock at 1 minute. The safety pilot is to call
out the following :-

(i) Timing out now

(ii) 15 sec / 30 sec / 45 sec / 5-4-3-2-1-now.

(j) Climbing turn (LP). The turn is with rate 1 through 180º and ROC 500 fpm
and TAS 150 Kts. The call outs by the safety pilot are same as in sub Para (h). As
a general guideline, 20 % higher than level flying torque requirement gives a ROC
of 500 fpm.

Note: Height restrictions, if any, imposed by ATC are to be strictly adhered to so as

to enable traffic separation.

(k) Unusual Attitude and Recovery on FULL PANEL. Unusual attitude and
recovery requires skilful aircraft and engine handling. The pnemonics for the
recovery procedure are :-

(i) P - Power

(ii) B - Bank

(iii) A - Attitude

Actions for nose down attitude are:-

(i) Check height decreasing, speed increasing. Nose down attitude (by
correlating height / speed and model aircraft of ADI).

(ii) Once the attitude is identified as nose down, check speed above 180
Kts close power. Simultaneously get wings level on ADI. Smoothly raise
attitude to level on ADI crosschecking wings level on TSI. Monitor altimeter. As
the altimeter stops unwinding – hold elevator deflection (or check) for
maintaining level attitude.

(iii) Speed approaching 150 Kts, readjust power and orientate.

Actions for nose up attitude are:-

(i) Check height increasing, speed decreasing. Nose up attitude (by

correlating height / speed and model aircraft of ADI).

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(ii) Once the attitude is identified as nose up, put Speed lever high and
open full power and simultaneously, increase / decrease bank to same side to
30°. Allow the model aircraft to drop to the horizon on the ADI.

(iii) Speed crossing 130 Kts get wings level and raise the nose to the level
attitude on ADI. Speed approaching 150 Kts, readjust power and orientate.

(l) Unusual Attitude and Recovery on LIMITED PANEL.

Actions for nose down attitude are:-

(i) Check height decreasing, speed increasing. Nose down attitude (by
correlating height / speed).

(ii) Check speed, if > 180 KIAS, POWER Lever to FI or else maintain.
Simultaneously Gets wings level on TSI. Smoothly increase backward pressure
on elevator till altimeter stops unwinding – hold elevator deflection (or check)
for maintaining level attitude. Readjust attitude to get VSI / TSI to zero .

(iii) Speed approaching 150 Kts, readjust power and orientate.

Actions for nose up attitude are:-

(i) Check height increasing, speed decreasing. Nose up attitude (by

correlating height / speed).

(ii) Speed lever high, open full power and simultaneously get Rate 1 on TSI
to either side/side of turn. Relax backward pressure and apply slight forward
pressure till altimeter stops winding.

(iii) Monitor altimeter and VSI. Maintain VSI at zero. Speed crossing 130
KIAS get wings level on TSI. Check compass stops turning and altitude is
constant. Hold elevator deflection (or check) for maintaining level attitude.
Readjust attitude to get VSI / TSI to zero.

(iv) Speed approaching 150 Kts, readjust power and orientate

(m) Instrument Approach. Carry out NDB / VOR / ILS letdown procedure.

(n) Circuit Approach and Landing. 03 circuits to be carried out. One normal, one
asymmetric and a bad weather circuit.

Note: - Any in-flight emergency may be simulated.

- The pilot should strive for precision, smoothness and consistency in
flying in accordance with standards laid down by AIRCATS letter
703/143/2 dated 31 Jul 97.

2503. Crew Briefing. The pilot carrying out the manoeuvres should brief the safety
pilot prior to commencing any manoeuvre. For example, for MLT :- “I shall carry out MLT

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to the left with 30° bank through 180° and roll out on heading 090° (say). Heading bug
selected to 090°. Engine parameters normal. No warning/caution light. Airspeed 150 Kts,
Torque 50%. Right, Front, Left Clear”. The briefing to be carried out for an instrument
approach has been covered in Art. 2413 (l).

2504. Scan Pattern. The correct scan pattern for full panel and limited panel instrument
flying is shown below:-

Legend:
Constant Scan Less Frequent Scan As Required
(Ratio 1:3)

SCAN PATTERN – FULL PANEL

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Achieving Straight & Level Flight Maintaining Straight & Level Flight

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

IAS Control in Straight & Level Flight Entering a Medium Level Turn

ASI AH ALT ASI AH ALT

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2.5-5

Maintaining a Medium Level Turn Entering a Steep Turn

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Maintaining a Steep Turn Entering a Climb

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Maintaining a Climb Descending

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SCAN PATTERN – LIMITED PANEL

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Limited Panel – Straight & Level Limited Panel – Climbing Turn

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Limited Panel – Medium Level Turning Limited Panel – Descending

ASI AH ALT ASI AH ALT

RPM RPM

COMPASS COMPASS
T&S VSI T&S VSI

Limited Panel – Climbing Limited Panel – Descending Turn

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2505. NDB/VOR Let Down. The letdown shall be carried out as follows:-

(a) Pre-Flight. Before getting airborne ensure the following:-

(i) Ensure all relevant let down charts are carried on board and the crew are
briefed.

(ii) Ensure amendments / revisions to the procedures have been

incorporated since the date of publication of let down charts. Prior to take off
locking and coding of all aids has to checked and serviceability ascertained.

(b) In-Flight. Carry out the following:-

(i) Confirm visibility and reported cloud base is within your NDB / VOR
minima for aircraft approach category „B`. Brief the crew on procedure for entry
and the let down procedure. Select correct frequencies on the ADF / NAV sets
and confirm locking and coding.

(ii) Recheck the following:-

(aa) MDA (allowing for rating)

(ab) Reference heading on inbound to maintain radial / track for

prevailing winds.

(iii) When approximately 10 nm from the aid reduce speed to 150 Kts and
carry out rejoin checks.

(iv) During an offset / parallel entry, entry pattern timing is to be 45 sec. from
the time the aircraft crosses the beacon.

(v) When over the facility a call “Overhead (Nav Aid) entering hold /
proceeding outbound” is to be made. On joining the holding pattern fly as
directed by the ATC. Speed of 140 Kts is to be maintained in hold, level flight
and descent.

(vi) All turns are to be rate 1, except if necessary to stay within the pattern,
restricted to a max bank of 30º.

(vii) Cockpit Landing Checks are to be carried out on outbound leg, 1 min after
leaving the aid. At commencement of base/procedure turn attain airspeed 120-
130 Kts. On final inbound leg carry out base leg checks and reconfirm u/c
down.

(viii) On completion of procedure / base turn descent to OCA + Rating / as

instructed by ATC. Maintain speed 120-130 Kts until visual contact with runway
is made thereafter reduce speed progressively to attain VRef at threshold.

Note: During prolonged hold, fly at endurance speed of 120 Kts for level flight. Co-
pilot is to monitor the procedures / checks and advise the first pilot. He is also to
call out 100 ft to MDA. The co-pilot must keep a visual lookout and advise the first

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pilot when runway is visual using clock code.

2506. VOR / ILS Letdown. The VOR/ILS letdown shall be carried out in the following
manner:-

(a) Pre-Flight. Ensure let down procedure is current and all amendments /
revisions are carried out and crewmembers are briefed.

(b) In-Flight. Confirm visibility / RVR and reported cloud base are above the ILS
minima for aircraft approach category „B`.

(c) Select VOR frequency in active display and ILS frequency on preset display on
NAV set. Select LOM & LMM on ADF set.

(d) Recheck the following:-

(i) DA / DH.

(ii) MDA (with Glide Slope out) with and with LMM out.

(iii) Time to MAP / LOM for ground speed expected at an airspeed of 120 Kts.

(iv) Reference ROD for ground speed of 120 Kts.

(v) Reference heading on inbound to maintain radial / track for prevailing

winds.

(e) When 10 nm from the VOR, the speed should be 150 Kts and all navaids
selection completed for letdown.

(f) Leaving LOM / IAF outbound note time and reduce speed to 120 Kts.

(g) Carry out D/W vital actions on outbound after one min (if within one dot) / on
outbound of procedure turn.

(h) Establish descent at reference ROD and correct as required. Follow glide slope
and localiser at 120 Kts.

(j) On LOM inbound:-

(i) Height correct.

(ii) Time to MAP.

(iii) Time to LMM.

(iv) Co-pilot to confirm all checks completed.

(k) As a guideline speed should be reduced gradually to Vref approximately 2 nm

from the threshold. On reaching DH if visual references are not established to
continue approach, initiate go around. When the runway is visual or at DH recheck
3 greens.

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Note. During approach with only localiser and the glide slope out, descent to MDA
and fly level till MAP (on time). If runway is not sighted commence missed
approach procedure or as directed by ATC.

2507. ILS / DME Arc Letdown. At 20 DME check Nav 1 to ILS & Nav 2 to VOR freq,
select Nav 1 and 2 preset to VOR and ILS respectively. Put ADF 1 to outer locator & ADF
2 to middle locator if applicable. Select RMI 1 to ADF and RMI 2 to NAV. Both pilot and
co-pilot course selector to tracking in radial and set MDA on RADALT. Anticipate by
distances equal to 1% of the ground speed to commence a rate one turn to intercept the
arc. Maintain DME arc on channel 2. After intercepting the DME arc, select the 1st pilot‟s
course selector to inbound of the letdown and co-pilot course selector to the lead in radial.
At 50 deg to intercept the localiser or 30 deg from the lead in radial, commence cockpit
landing checks which should be completed prior approaching IF / lead radial. On
intercepting the lead in radial select Autopilot to APPR mode and Nav2 to be selected to
ILS. The co pilot‟s course selector also to be set to inbound of the letdown

FLIGHT DIRECTOR APPROACHES

2508. VOR / ILS DME Approach (Auto pilot coupled).

(a) Approaching overhead (05 DME inbound) facility

(i) Disengage NAV mode, engage HDG mode and continue steering the
heading to maintain inbound radial for approaching overhead VOR. Maintain
ALT HOLD mode

(ii) Select course pointer to I/B of hold.

(b) Once overhead VOR select heading bug as follows:

(i) Direct Entry - To O/B of hold +/- correction. Time out for 01 min once
abeam the facility.

(ii) Offset Entry – To O/B of hold +/- 30 0 and time out for 45 sec. 05 sec
short of turning select heading bug to maintain heading to approach overhead.
Once overhead select bug to O/B of hold +/- correction. Time out for 01 min
once abeam the facility.

(iii) Parallel Entry - To O/B of hold and time out for 45 sec. 05 sec short of
turning select heading bug to maintain heading to approach overhead. Once
overhead select bug to O/B of hold +/- correction. Time out for 01 min once
abeam the facility.

(c) Once 05 sec short of turning select heading bug to I/B of hold.

(d) On I/B of hold select course pointer to O/B of let down. Maintain HDG mode on
FDS

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(e) Crossing overhead

(i) Select heading bug to intercept heading to capture O/B radial.

(ii) Select NAV mode on FDS, only after the NAV flag has disappeared from
HSI.

(iii) Select heading bug to course being steered to maintain radial.

(f) Once cleared to descend, disengage ALT HOLD. Lower the nose to required
attitude on ADI by vertical pitch trim switch on FDS / AP Controller. Readjust
attitude if required.

(g) 50 ft to level out engage ALT HOLD. Command bars will come to level attitude.

(h) 01 DME to commence level base turn / procedure turn

(i) Select HDG mode on FDS. Continue on heading being steered to

maintain O/B radial.

(ii) Select course pointer to final approach course.

(iii) Select NAV 1 to ILS and maintain NAV 2 to VOR. Select channel 2 on
DME.

Note: In case of procedure turn carry out actions at (ii) and (iii) above on I/B of
procedure turn.

(j) At turning point for base turn on to finals, select heading bug to required
intercept angle to capture localizer. Select APP mode on FDS. APP ARM will be
illuminated on Annunciator panel.

Note: In case of procedure turn, select heading bug to O/B of procedure turn.
Time out for 01 min. 5 sec to turn select Hdg Bug to I/B of procedure turn.
Select APP mode on FDS. APP ARM will be illuminated on Annunciator panel.
In case of base turn procedure, at the end of O/B track select hdg bug 45 0
short of final approach track. Now select APP ARM. In case of base turn
procedure, at the end of O/B track select hdg bug to a hdg 45 0 short of final
approach track. Now select APP ARM.

(k) On capturing localizer a bank command will be introduced to the pilot‟s ADI.
HDG mode will be cancelled and APPR CPLD will be illuminated on the
Annunciator panel. Select NAV 2 to ILS.

(l) On glide slope capture ALT HOLD will automatically go off and command bars
will come to lower attitude in order to maintain glide slope. GS CPLD will illuminate
on the Annunciator panel.

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Note: The APPR CPLD / GS CPLD lights on the Annunciator panel will start
flashing when the differences or deviations exceed 1.5 dots on the localizer
and/ or 0.5 dots on the glide slope scale.

(m) In case runway in sight, at DA (H) depress Red button on control column to
disconnect FDS. Command bars will go out of view. When GA is depressed, AP is
disengaged and the FDS bars show 8 0 pitch- up and wings level. The pilot must
manually establish these, while opening power for go around.

(n) In case runway not in sight, at DA (H) depress go-around button and carry out
missed approach procedure.

2506. VOR DME Approach (Auto pilot coupled)

(a) Approaching overhead (05 DME inbound) facility

(i) Select course pointer to I/B of hold.

(ii) Disengage NAV mode, engage HDG mode and continue steering the
heading to maintain inbound radial for approaching overhead VOR. Maintain
ALT HOLD mode.

(b) Once overhead VOR select heading bug as follows:

(i) Direct Entry - To O/B of hold +/- correction. Time out for 01 min once
abeam the facility.

(ii) Offset Entry – To O/B of hold +/- 30 0 and time out for 60 sec. 05 sec
short of turning select heading bug to maintain heading to approach overhead.
Once overhead select bug to O/B of hold +/- correction. Time out for 01 min
once abeam the facility.

(iii) Parallel Entry - To O/B of hold and time out for 60 sec. 05 sec short of
turning select heading bug to maintain heading to approach overhead. Once
overhead select bug to O/B of hold +/- correction. Time out for 01 min once
abeam the facility.

(c) Once 05 sec short of turning select heading bug to I/B of hold.

(d) On I/B of hold select course pointer to O/B of let down. Maintain HDG mode on
FDS.

(e) Crossing overhead

(i) Select heading bug to intercept heading to capture O/B radial.

(ii) Select NAV mode on FDS, only after the NAV flag has disappeared from
HSI.

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(iii) Select heading bug to course being steered to maintain radial.

(f) Once cleared to descend, disengage ALT HOLD. Lower the nose to required
attitude on ADI by vertical pitch trim switch on FDS/AP Controller. Readjust attitude
if required.

(g) 50 ft to level out engage ALT HOLD. Command bars will come to level attitude.

(h) 01 DME to commence level base turn/ procedure turn

(i) Select HDG mode on FDS. Continue on heading being steered to

maintain O/B radial.

(ii) Select course pointer to final approach course.

(iii) Select NAV mode on FDS. NAV ARM will illuminate on the Annunciator
panel.
0
(j) At turning point for base turn on to finals, select heading bug to a hdg 45
short of final approach track to intercept final approach track.

(k) On capturing inbound course a bank command will be introduce to the pilot‟s
ADI. HDG mode will be cancelled and NAV CPLD will be illuminated on the
Annunciator panel. Select course pointer on co-pilots HSI to final approach course.

(l) At FAF. Once cleared to descend, disengage ALT HOLD. Lower the nose to
required attitude on ADI by vertical pitch trim switch on FDS/AP Controller.
Readjust attitude if required.

(m) In case runway in sight, at MDA (H) depress Red button on control column to
disconnect FDS. Command bars will go out of view.

(n) In case runway not in sight, at MDA (H) depress go-around button and carry
out missed approach procedure. When GA is depressed, AP is disengaged and the
FDS bars show 8 0 pitch- up and wings level. The pilot must manually establish
these, while opening power for go around.

2507. VOR/ILS DME or VOR DME Approach (FD Engaged). The procedure for carrying
out manual VOR / ILS DME and VOR DME approach with FD coupled would be same as
mentioned above except that autopilot would not be coupled, hence all the turns and
descend on finals need to be executed manually following command bars on ADI.

2509. Standard Briefing format The letdown briefing should be carried out 10
min prior to Top of Descent point.

“Crew to monitor. Carrying out terminal briefing for destination letdown procedures”

(a) Destination is __________. ETA overhead is _____. We will carry out a

_______ (VOR / ILS) procedure for runway___ at destination.

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(b) Aids available are VOR____ (freq), ILS____ (freq), NDB____ (freq), LOM____
(freq), LMM____ (freq).

(c) Initial approach altitude is ___ ft. Minimum sector altitude for our sector is ___
ft. Minimum holding altitude is _____ ft. Transitional level is Flight level_____.

(d) The holding pattern is right handed standard racecourse/non-standard left

handed hold for one min. The inbound of the hold is ___ (track).

(e) The entry procedure is (Direct / Parallel / Offset). The procedure for entry is is
______ (i.e. for direct entry once O/H beacon turn left / right and enter the hold. For
parallel entry once O/H the beacon proceed on the reciprocal of the inbound of the
track for 45 sec and then turn left / right(so as to be within the holding pattern
area), home onto the beacon and get into the hold. For offset entry once overhead
the beacon turn left / right by 30 deg from the reciprocal track of the inbound so as
to fly a track of ____ for 45 sec and then turn left / right to home onto the beacon
and join the hold.

(f) Once overhead the beacon and cleared by ATC proceed on the outbound track
of ____ + drift and fly a heading of ____ for____ min descending from ____ ft
(MHA) to___ ft (intermediate approach altitude with a ROD of ___ ft. On completion
of____ min / overhead the intermediate approach fix commence a level/descending
procedure turn to the left / right. After rolling out we shall fly on a track of _____ +
drift for 45 second. On completion of 45 sec turn right / left and fly the reverse track
to intercept localizer / radial on the final approach course of_____. Once glide
slope is active descend on glide slope with average ROD of ____ ft (GS × Glide
angle × 100 / 60). Descending from ____ ft to DA / MDA of ___ ft.

(g) In case of aid failure we shall carry out ___ letdown. If glide slope out, carry out
a time descend from ____ ft to ____ ft (DA/MDA) with a ROD of ____ ft. Co-pilot is
to give DME Vs height callouts as per charts.

(h) Approaching DA/MDA look out for runway at ____ clock. If runway visual we
shall carry out a direct approach and landing. If runway not sighted we shall
continue up to MAP maintaining ____ ft (MDA) and carry out the missed approach
procedure, which is ________ or as directed by ATC.

(j) In case of aid failure while carrying out the let down procedure I will carry out
the alternate procedure of ____ approach for the same runway for which the
minima is _____.

(k) Selection of aids.

(i) At 25 nm Co-pilot / Observer to check VOR tuning, locking and coding.

(ii) At 25 nm Co-pilot / Observer to check ADF-1 tuning, locking and coding

to the airfield NDB and ADR-2 tuning, locking and coding to LOM.

(iii) After crossing O/H beacon, for an ILS approach select ILS freq on NAV

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and check for off flags out of view.

(iv) Select marker ON and sensitivity low.

(l) Standard call outs. Co-pilot to warn me30 deg before rolling out in all turns
give a countdown from 15 sec to 5 sec before commencing turns and as well as
call out height from 500 ft onwards to DA/MDA.

(m) Crew Duties – Crew duties will be as per SOP. Co-pilot is to handle R/T and
warn me in case of gross deviations and to confirm the checks before landing are
carried out. Co-pilot is to give me selection of aids as briefed and give standard
callouts. Emergencies if any will be handled as per POH.

(n) Any questions.

2510. Hold Maintenance Procedure. An aircraft may be required to hold over a

facility until cleared by the ATC for commencing an instrument approach procedure. It
thus becomes very essential to maintain the aircraft within the hold. The procedure for
wind corrections as per AP 3456F is as shown below:-

(a) Correction to Timing : 1 sec per 2 Kts (1.5 if above FL 140)

(b) Correction for : 3 times the drift (max. 30°) is allowed on O/B leg.
Heading For I/B turn, bank may be varied upto 25° or
bank for Rate 1, whichever is less.

(c) Effect of Wind : Assume O/B of hold is 250°, winds 280-25 and
TAS 150 Kts. Refer to Fig. 1 or 2 overleaf. Winds
are 30° to track. Therefore the following are
obtained:-

(i) As per Fig. 1 : 50 % (proportion of Max Drift)

(ii) As per Fig. 2 : 87 % (proportion of wind strength on G/S)

(d) Calculation of Drift : Max Drift = Wind Speed / TAS (in Nm / min)
= 25 / 2.5 = 10°

Drift = 50% of 10° = 5° [as per c (i)]

= ½ of 10° = 5° [as per c (ii)]
(e) Calculation of Wind : 87 % of 25 = 22 Kts [as per c (i)]
Correction 1 of 25 = 25 Kts [as per c (ii)]

(f) Heading on O/B of : For winds from right = 250° + (3 x 5°)

Hold = 250° + 15° = 265°

(g) Timing on O/B : As winds are headwinds

= 60 sec + 22/2 = 60 + 11 = 71 sec, or
= 60 sec + 25/2 = 60 + 12.5 = 72.5 sec

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Note: For ease of calculation, the clock analogy (Fig. 2) is recommended. For
reference, the limiting radial and DME of end of O/B leg may also be calculated

90°

97% 75°

87% 60°
Wind Angles
Proportion of 45°
71%
Max. Drift
30°
50%

15°
25%

Track 0°
25% 50% 71% 87% 97%
Proportion of Wind Strength
Effecting Ground Speed

Fig. 1. Wind Effect Proportions for Various Angles

75°
1 60° Wind Angles

45°
3/4
60°
30°
1/2
45° 15°
1/4 15°
0° 30°

0 1/4 1/2 3/4

1
(a) (b)

Fig. 2. Simplified Wind Effect Proportions and Clock Analogy

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2511. Instrument Rating Profile. Instrument rating profile with standards required
are as follows:-

Ser Exercise MG G W

(a) Take off Good Proficient Safe

(b) Transition to Instrument Good Proficient Safe

Dir + 50 + 50 + 100
(c) Climb / Tracking out 3000 ft
Spd + 3 Kts + 5 Kts + 5 Kts
Spd
Climbing Turn (FP) + 3 Kts + 5 Kts + 100 ft
(d) R/out
Bank 150 through 1800 + 50 + 50 + 100
Dir
Ht + 50 Ft + 50 Ft + 100 Ft
(e) Level out (FP) 5000 ft
Spd + 5 Kts + 5 Kts + 5 Kts

Level Turn (FP) Ht + 50 Ft + 50 Ft + 100 Ft

(f)
300 Bank through 1800 R/out + 50 + 50 + 100

Steep Turn (FP) Ht + 100 Ft + 200 Ft + 300 Ft

(g)
450 Bank through 3600 R/out + 50 + 50 + 100

Level Turn (LP) Ht + 50 Ft + 100 Ft + 200 Ft

(h)
Rate 1 through 1800 R/out + 100 + 100 + 100
Spd + 5 Kts + 5 Kts + 10 Kts
Climbing Turn (LP) Rate 1
(j) ROC + 100‟/min + 50‟/min + 150‟/min
ROC 500‟ / min through 1800
R/out + 50 + 50 + 100
Ht + 100 Ft + 100 Ft + 150 Ft
(k) Level Out (LP) 5000 ft
Spd + 5 Kts + 5 Kts + 10 Kts

Unusual Attitude and

(l) Good Proficient Safe
Recovery
Ht + 100 Ft + 100 Ft + 150 Ft
Instrument Approach NDB /
(m) Spd + 3 Kts + 5 Kts + 10 Kts
VOR / ILS
Radial + 30 + 30 + 50
Spd + 3 Kts + 5 Kts + 5 Kts
(n) At DA / DH on ILS Localiser + 1.0 dot + 0.5 dot + 1.5 dot
GS + 0.0 dot + 0.0 dot + 1.5 dot
Bad weather circuit
(p) Good Proficient Safe
Approach and landing

RESTRICTED