GENERAL · 2) Req QDM 265 3) Difference of angle = -interception 4) General direction 5) First Turn 6) Int-HDG 1) Actuel QDM 005 HDG 250 2) Req QDM 355 3) Difference of angle = -interception

TABLE of CONTENTS

GENERAL

1) Table of Contents ................................................................................... 1 to 2

2) Basic Instruments .................................................................................... 3

3) Flight Phases ............................................................................................ 4 to 8

4) General Orientation: QDM / QDR ........................................................... 9 to 13

5) Correction QDM / QDR .......................................................................... 14 to 17

6) Interception Presentation ........................................................................ 18 to 19

7) Interception 45°....................................................................................... 20 to 22

8) Interception 90° - 45° ............................................................................ 23 to 25

9) Review interceptions................................................................................. 26 to 27

10) Holding and Procedure Trurn Generality ................................................ 28 to 32

11) Holding Entry ......................................................................................... 33 to 37

12) Holding Procedure Training ..................................................................... 38 to 42

13) Procedure Turn ....................................................................................... 43 to 47

14) VHF Nav: VOR ........................................................................................ 48 to 53

15) Special Procedure: DME Arc .................................................................... 54

16) Wind: Wind Correction Angle ................................................................ 55 to 58

17) Wind: Holding Patern and Procedure Turn .............................................. 59 to 65

FNPT II 1 — 70

TABLE of CONTENTS

SID and APPROACHES

18) Precision Approach Profile ...................................................................... 66

19) Non-Precision Approach Profile ............................................................... 67

20) DOLE App. Profiles .................................................................................. 68

21) GRENOBLE App. Profiles ......................................................................... 69

22) BERN App. Profiles .................................................................................. 70

FNPT II 2 — 70

BASIC TTBASIC INSTRUMENTS

VG: ..............................................................................................................

BA: ..............................................................................................................

IAS: ..............................................................................................................

DG: ..............................................................................................................

FNPT II 3 — 70

!!

FLIGHT PHASES

FNPT II 4 — 70

!!

CLIMB

CRUISE

DESCENT

VS

IAS

BA

!

PRIORITY

FNPT II 5 — 70

DESCENT

CRUISE

CLIMB

ATTITUDE / POWER BASIC FLIGHT

IAS PHASE - FLIGHT PROFIL PITCH MP RPM ATTITUDE

VR TAKE - OFF UP FULL HIGHAdjust symetric PWR 10° PWR RPM

CLIMB UP 25 2500Mixture: FULL RICH 8°

CRUISE LVL 23 2300Turn: BANK 20° - 25°

CRUISE DESCENT DN 23 2300ROD: 500’/min 2°

NORMAL DESCENT DN 20 2300ROD: 800’/min (Max V

NE) 2°

STEEP DESCENT DN 17 2300ROD: 1000’/min 4°

HOLDING LEVEL LVL 20 2300May be ANU ...1° ...2°

HOLDING DESCENT DN 17 2300Flaps APP (Gear DN) 2°

FINAL APPROACH DN 15 2300Flaps APP + Gear DN 2°

LEVEL-OFF during FINAL LVL 20 2300Adjust PWR + ATTITUDE

GA GO-AROUND UP FULL HIGHAttitude + PWR 10° PWR RPM

FNPT II 6 — 70

or maxavailable

BASIC FLIGHT

Subject: Cockpit Drill / Check-List / Flight Profile / SOP

‹ Cockpit 4 Familiarize the pilot with the cockpit4 Geogrphic check of the cockpit and its adventages4 Simulated manipulation in the cockpit4 Cockpit organisation; Flight documentation

‹ Check-List 4 Ground Check-List; Start-Up; After starting engines; Taxi4 Instruments setting COM - NAV4 T/O Briefing Systematic

‹ Flight Profile 4 Take-Off; Climb; Level-Off; Cruise4 Descent; Approach configuration; Landing4 Basic Flight: attitude; power; check-list by heart4 Basic Flight: normal turn; instruments scan4 Basic Flight: speed control; configuration changes

j j j j j j j j j j j j j j j j j j j j j j

ƒ Insist on 8 Scan VG and PWR setting8 Turns: HDG bug; bank angle8 Use of Pitch-Trim during configuration changes8 In-Flight Check-List; briefing


SCAN and COORDINATION is the most important thing in SPIC OPS

FNPT II 7 — 70

HORIZON

ORIENTATION — NAVIGATION — VISUALISATION

The Center of the VG is the station (NDB, VOR)

FNPT II 8 — 70

!!

HEADING — QDM

FNPT II 9 — 70

!!

HDG 360°

QDM 330°

QDM ROSE — QDR ROSE

FNPT II 10 — 70

!

!

!

!

POSITION

HDG 360°QDR 280°QDM 100°

POSITION

HDG 180°QDR 150°QDM 330°

OUTBOUND

HDG 350°QDR 350°

INBOUND

HDG 040°QDM 040°

GENERAL ORIENTATION

1) Show QDR 045 / 150 / 240 / 330 2) Show QDM 045 / 150 / 240 / 330

3) a) Show ACFT flying HDG 330° 1) a) Show ACFT flying HDG 270°on QDR 060 on QDM 120

b) Show ACFT flying HDG 180° b) Show ACFT flying HDG 330°on QDR 360 on QDM 150

FNPT II 11 — 70

!!

ORIENTATION — QDM / QDR CORRECTIONS

QDM (Track) / QDR (Radial) = LINE of Position

FNPT II 12 — 70

QDMQDR045°

QDM

QDM045°

VIEW of POSITION

QDM090°

QDR090°

QDM QDR

? ?

030° 210°

!!

ORIENTATION — QDM / QDR

1) QDM 080° / HDG 290°Draw the needle

1) QDR 190° / HDG 070°Draw the needle

FNPT II 13 — 70

RB QDM

RB QDR

ORIENTATION - Correction QDM / QDR - SYSTEMATIC

Correction QDM / QDR

1) Actual QDM / QDR[POSITION HORIZON]

2) Requested QDM / QDR[POSITION HORIZON]

3) Diff. of x 2 (max. 30°)

4) Sens du virage

5) HDG - Correction

VALID: AROUND THE STATION (3 min.) AND FOR +/- 15°

FNPT II 14 — 70

!! !!

!

REMEMBER Corrections QDM / QDR are the SAME !!

FNPT II 15 — 70

FLY a LOGIC HEADING

X 2 . . . max 30°

EXERCICES

REMEMBER:

Time checkTurnTwist: set HDG-bugFly HDG to intercept

; max 30°!!

1

2

3

GO

Over-Station = passing & intercept QDR

Diff

3

ORIENTATION - Correction QDR after passing the station

Intercept QDR

# AFTER PASSING STATION #

1) Inboud QDM[POSITION HORIZON]

2) Outbound QDR[POSITION HORIZON]

3) Diff. of (QDM/QDR)

4) Intercept = (max 30°)

5) Start Turn: LH or RH

6) Intercept HDG - Compute &set HDG-BUG

PASSING STATION: T T T T : TIME / TURN / TWIST / TALK

Exercice 1 Exercice 2

FNPT II 16 — 70

!

!

FNPT II 17 — 70

!

ORIENTATION - Intercept QDM - Fly QDM / QDR

Intercept QDM

1) Actuel QDM[POSITION HORIZON + HDG-ACFT] ...VISUALISATION

2) Requested QDM[POSITION HORIZON]

3) Select type of interception (90° / 45°)

Diff. : ≤ 30° = Intercept with 45°

Diff. : > 30° = Intercept with 90°

4) Orientation of interception (N - E - S -W)

5) Start Turn: LH or RH

6) Intercept HDG - Compute & set HDG-BUG

VALID: Approaching the Station (3 min.)

FNPT II 18 — 70

N

EW

S

1

2

6

5

3

6

2

20° before

≈5°ON

PAST

6

!

45° INTERCEPTION

1) Actuel QDM 070 WSW

HDG 180 S

2) Req QDM 090 W

3) Difference of angle 20 c 45°-Interception

4) General direction NE

5) First Turn R

6) Int-HDG 045

90°/45° INTERCEPTION

1) Actuel QDM 030 SSW

HDG 180 S

2) Req QDM 090 W

3) Difference of angle 60° c 90°/45°-Interception

4) General direction N

5) First Turn R

6) Int-HDG 360

7) 20° before, 45°-Int 045

LAST INTERCEPT HDG

START INBOUNDTURN 5° BEFOREREQ-QDM ...!

FNPT II 19 — 70

!

ORIENTATION

45° INTERCEPTION

FNPT II 20 — 70

requested QDM

actual QDM

45-degreesintercept HDG

45° INTERCEPTION

1) Actuel QDM 070 WSW

HDG 180 S

2) Req QDM 090 W

3) Difference of angle 20° = 45°-interception

4) General direction NE

5) First Turn R

6) Int-HDG 045

1) Actuel QDM 240

HDG 090

2) Req QDM 230

3) Difference of angle = -interception

4) General direction

5) First Turn

6) Int-HDG

1) Actuel QDM 310

HDG 120

2) Req QDM 330



5) First Turn

6) Int-HDG

1) Actuel QDM 135

HDG 270

2) Req QDM 110



5) First Turn

6) Int-HDG

FNPT II 21 — 70

1) Actuel QDM 280

HDG 150

2) Req QDM 265



5) First Turn

6) Int-HDG

1) Actuel QDM 005

HDG 250

2) Req QDM 355



5) First Turn

6) Int-HDG

1) Actuel QDM 270

HDG 150

2) Req QDM 255



5) First Turn

6) Int-HDG

1) Actuel QDM 180

HDG 200

2) Req QDM 165



5) First Turn

6) Int-HDG

FNPT II 22 — 70

ORIENTATION

90° / 45° INTERCEPTION

FNPT II 23 — 70

requested QDM

actual QDM

45-degreesintercept HDG20° before

90-degreesintercept HDG


1) Actuel QDM 070 SSW

HDG 180 S

2) Req QDM 090 W

3) Difference of angle 60° = 90°/45°-interception

4) General direction N

5) First Turn R

6) Initial Int-HDG 360

7) 20° before, final Int-HDG 045

1) Actuel QDM 270

HDG 060

2) Req QDM 210



5) First Turn

6) Initial Int-HDG

7) 20° before, final Int-HDG

1) Actuel QDM 170

HDG 030

2) Req QDM 120



5) First Turn

6) Initial Int-HDG


1) Actuel QDM 115

HDG 235

2) Req QDM 060



5) First Turn

6) Initial Int-HDG


FNPT II 24 — 70

1) Actuel QDM 310

HDG 065

2) Req QDM 255



5) First Turn

6) Initial Int-HDG


1) Actuel QDM 005

HDG 090

2) Req QDM 335



5) First Turn

6) Initial Int-HDG


1) Actuel QDM 270

HDG 150

2) Req QDM 310



5) First Turn

6) Initial Int-HDG


1) Actuel QDM 180

HDG 100

2) Req QDM 215



5) First Turn

6) Initial Int-HDG


FNPT II 25 — 70

45° INTERCEPTION

1) Actuel QDM 135

HDG 270

2) Req QDM 110



5) First Turn

6) Int-HDG

REMEMBER


1) Actuel QDM 180

HDG 100

2) Req QDM 215



5) First Turn

6) Initial Int-HDG


FNPT II 26 — 70

!!

ORIENTATION

Subject: SOP / Orientation / QDM - QDR Interception

‹ SOP 4 Flight profile: climb ; cruise; descent4 In flight check-list; systematic

‹ Orientation 4 Position; visualisation; QDM - QDR4 Fly QDM - QDR with corrections

‹ Interception 4 QDM - QDR interception4 Systematic overhead station4 QDR interception after passing station


ƒ Insist on 8 Position; visualisation; QDM - QDR8 Systematic to intercept QDM - QDR8 SOP: power - attitude8 In-Flight Check-List; briefing


SCAN and COORDINATION remain the most important thing in SPIC OPS

FNPT II 27 — 70

HOLDING

Holding is a procedure wich is designed to delay an aircraft for approach or to delay an aircraft enroute in order to provide IFR separation from other IFR traffic.

When an aircraft is cleared to hold, it must manoeuvre within prescribed airspace. This airspace canbe defined by using time for the outbound leg in the holding patern, DME distances within whichthe procedure must take place or fixes derived from other facilities.

If a holding has to be timed and the aircraft is manoeuvring at or below FL 140 an outbound leg of1 minute from abeam the station or fix to the gate has to be flown. Above FL 140 the outbound legis extended by 30 seconds to 1 minute 30 seconds.

Holding instruction may be given by ATC at the destination to facilitate approach sequences oren route to separate IFR traffic.

When an aircraft is cleared to hold, ATC must provide the following informations:— Specify the holding fix— Specify the inbound track of the holding pattern if not published— Specify standard or non-standard pattern if not published— Specify altitude or FL— Specify the expected approach time or the expected further clearance time if en route.

The instructions given by ATC must be acknowledged. Crossing the holding fix must be reportedto ATC.

Holding patterns when published on the approach charts (Jeppesen) are drawn with a fine lineshowing a rectrack in contrast to reversal procedures, which are drawn with a bold line andincorporated in the initial approach segment.

FNPT II 28 — 70

HOLDING FIX

NON-HOLDING SIDE

HOLDING SIDEABEAM

OUTBOUND

INBOUND

OUTBOUND ENDFIX END

HOLDING EXEMPLES

FNPT II 29 — 70

PROCEDURE TURN & HOLDING PATERN(ref. : Jeppesen — Air Traffic Control)

Procedure Turn

1) Fly the desired QDM to the station2) Passing the station: T T T T ; then new HDG 30°OFF3) Intercept and fly outbound QDR for 1 minute (or as required)4) After 1 minute, check the GATE if 30°OFF (QDR check)5) Fly a RATE ONE TURN back to the station6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST7) Fly inbound the station on BASIC QDM (INBOUND)

Holding Pattern

1) Fly inbound the station on BASIC QDM (INBOUND)2) Passing the station: T T T T ; then RATE ONE TURN 180°3) Passing ABEAM station: TIME CHECK (TC); fly outbound HDG4) After 1 minute, check the GATE if 30°OFF (QDR check)5) Fly a RATE ONE TURN back to the station6) At 45° before INBOUND QDM, check if BEFORE / ON / PAST7) Fly inbound the station on BASIC QDM (INBOUND)

FNPT II 30 — 70

1 2

3

7

6

5

4

2

5

34

6

7

PROCEDURE TURN & HOLDING PATERN(ref. : Jeppesen — Air Traffic Control)

Procedure Turn

Holding Pattern

FNPT II 31 — 70

!

!!

HOLDING PATERN — FLIGHT PROCEDURES(ref. : Jeppesen — Air Traffic Control)

Entry

Variations of the basic procedure to meet local conditions may be authorized by States afterappropriate consultation with the operators concerned.

The entry into the holding pattern shall be according to heading in relation to the three entrysectors shown below, recognizing a zone of flexibility of 5° on either side of the sector voundaries.

For holding on a VOR intersection, the entry track is limited to the radials forming the intersection.For holding on a VOR/DME fix, the entry track is limited to either the VOR radial, DME arc, oralternatively along the radial to a VOR/DME fix at the end of the outbound leg, as published.

Note: A DME arc entry a procedure is specified only when there is a specific operational difficultywhich precludes the use of other entry procedures.

FNPT II 32 — 70

Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)

70°70°

SECTOR 1: Direct Entry

— Having reached the fix, the aircraft is turned right to follow the holding pattern.

SECTOR 2: Offset Entry (Procedure Turn)

— Having reached the fix, the aircraft is turned left onto a heading to make good a track makinga angle of 30° from the reciprocal of the inbound track on the holding side,

— then the aircraft will fly outbound: for the appropriate periode of time, where timing isspecified, oruntil the appropriate limiting distance in atteined, wheredistance is specified, orwhere a limiting radial is also specified, either until thelimiting DME distance is atteined or until the limitingradial is encountered, whichever occurs first

— then the aircraft is turned right to intercept the inbound holding track— then on second arrival over the holding fix, the aircraft is turned right to follow the holding

pattern

SECTOR 3: Parallel Entry

— Having reached the fix, the aircraft is turned left onto an outbound heading for the appropriateperiod of time or until reaching the DME limiting outbound distance, if published

— then the aircraft is turned left onto the holding side to intercept the inbound track or to returnto the fix

— then on second arrival over the holding fix, the aircraft is turned right to follow the holdingpattern

FNPT II 33 — 70

Standard Holding Pattern (to the left) Non-Standard Holding Pattern (to the right)

1

23 3 2

1

Gate Gate

DME Arc Entry

Having reached the fix, the aircraft shall enter the holding pattern in accordance with either theSector 1 or Sector 3 entry procedures.

SECIAL Entry for VOR/DME holding

In an entry radial to a secondary fix at the end of the outbound leg of a VOR/DME holding patternis specified: Sector 1 and Sector 2 entries are not authorized.The holding pattern shall be entered directly using the published entry radial or the Sector 3 entryprocedure.Having reached the fix, the aircraft shall be turned right to follow the holding pattern.

FNPT II 34 — 70

OFFSET ENTRY

PARALLEL ENTRY

FNPT II 35 — 70

!

!

DIRECT ENTRY

SPECIAL DIRECT ENTRY 1

FNPT II 36 — 70

!

!

SPECIAL DIRECT ENTRY 2

FNPT II 37 — 70

!

HOLDING PROCEDURE TRAINING

act Over Station, enter EntryQDM/HDG the following Proc.

Holding or Racetrack

120 Direct

320 Parallel

250 Offset

215 ............

087 ............

272 ............

348 ............

193 ............

127 ............

190 ............

355 ............

205 ............

FNPT II 38 — 70

!

!

!

!

205 ............

295 ............

135 ............

180 ............

220 ............

010 ............

080 ............

200 ............

350 ............

010 ............

166 ............

305 ............

FNPT II 39 — 70

!

QDM 077

QDM 044

QDM

209

act Holding or EntryQDM/HDG Racetrack Proc.

L/R inb-QDM

140 R 360 Offset

105 R 240 ..........

215 R 120 ..........

273 L 210 ..........

304 L 060 ..........

067 R 310 ..........

263 L 015 ..........

142 R 218 ..........

196 L 113 ..........

196 L 246 ..........

196 L 317 ..........

296 R 162 ..........

FNPT II 40 — 70

220 L 145 ..........

040 R 285 ..........

120 R 205 ..........

360 R 145 ..........

020 R 220 ..........

170 L 255 ..........

200 L 230 ........

035 R 305 ..........

300 R 090 ..........

090 L 220 ..........

110 L 355 ..........

290 L 030 ..........

310 R 355 ..........

FNPT II 41 — 70

HOLDING PATTERN

Subject: SOP / Orientation / Holding Pattern Entry

‹ SOP 4 Flight profile: climb; cruise; descent4 In flight check-list; systematic

‹ Holding Pattern 4 Inbound QDM4 Passing station; turn4 Abeam-check; TC4 Outbound leg; gate check4 Inbound turn; 45° check

‹ Entry 4 Direct4 Offset4 Parallel


ƒ Insist on 8 Inbound QDM corrections8 Gate correction


Use Jeppesen APCH-Charts with holding: Geneva; Bern

FNPT II 42 — 70

PROCEDURE TURN

We have: 45° / 180° Procedure TurnBase Turn80° / 260° Turn

Objectiv: to operate a 180° after a station to fly back to the fix; usually to perform an approachin opposite direction

FNPT II 43 — 70

45° / 180° Procedure Turn

1. After station passage fly outbound on the published QDR for the prescribed time, theprescribed distance or to the prescribed fix or intersection.If the QDR has to be intercepted after station passage, add 10-15 seconds to thisoutbound leg.

2. After time has elapsed or the before mentioned distance or fix is reached, turn towards themanoeuvring side of the approach area to a heading 45 degrees off the outbound track.

3. Start timing as soon as you leave the outbound track (1 minute for Aircraft Cat. A and B,1 minute 15 seconds for other Aircraft)

4. Approaching the end of the timed periode, compare the difference of the actual and therequired QDM inbound. This enables the pilot to choose the rate of turn needed for thefollowing manoeuvre.

5. Proceed now with a turn away from the station to a reciprocal heading which will interceptthe inbound track at 45-degree angle

6. Intercept the desired QDM to the station and adjust for drift

FNPT II 44 — 70

!

1 to 3 min

1’ Cat

A & B

Base Turn

1. Start timing upon station passage.

2. Turn towards the manoeuvring side of the approach area and fly the outbound trackpublished or 30 degrees to the reciprocal of the desired inbound track. Intercept this QDR ifnecessary and adjust timing.

3. After time has elapsed or the published distance or fix is reached, turn inbound and interceptthe desired QDM to the station and adjust for drift.

FNPT II 45 — 70

!

1 min 2 min 3 min

80° / 260° Procedure Turn

1. After station passage fly outbound on the published QDR for the prescribed time, theprescribed distance or to the prescribed fix or intersection.If the QDR has to be intercepted after station passage, add 10-15 seconds to this outboundleg.

2. After time has elapsed or the before mentioned distance or fix is reached, turn 80 degreestowards the manoeuvring side of the approach area and follow this turn with a 260-degreeturn in the opposite direction. If a drift correction had to be applied while tracking outbound,apply the 80-degree turn to the wind heading.

3. Towards completion of the 260-degree turn, roll out to the required wind heading. If the turnis distorted, intercept QDM inbound in the normal manner then apply the necessary windcorrection.

FNPT II 46 — 70

!

1 to 3 min

Racetrack Procedure

This procedure is usually published in order to facilitate traffic arriving from differentdirection.

A racetrack pattern can be standard, which means that all turns in the pattern are to the rightor, non-standard meaning all turns in the pattern are to the left.

The outbound leg in the racetrack pattern is limited by either time, DME distance or by a fixor intersection.

Three procedures called “entry procedures” are available for guidance into the racetrackpattern. Depending on the direction of flight of the arriving aircraft over the station they arereferred to as:

- The direct entry procedure

- The offset entry procedure

- The parallel entry procedure

Each procedure is afforded protection if flown correctly. A zone of flixibility of 5 degrees onthe either side of the sectors is permitted.

FNPT II 47 — 70

1 min 2 min 3 min

THE

V RFNPT II 48 — 70

The VOR(VHF OMNI-DIRECTIONAL RADIO RANGE)

A VOR station emanates an infinite number of courses of wich, for practica purposes, 360 are used.These “courses” are referred to as radials and are measured from magnetic north clockwise at theground station.

Ÿ A radial is always a magnetic direction indicating away from the station

Ÿ To proceed on a radial means tracking outbound FROM the station

Ÿ To proceed on a radial to the station means tracking inbound TO the facility on the reciprocalof said radial

Common phraseology used today eradicate any ambiguity and is clearly expressed in the followingexamples:

( “ ... proceed on radial 360 from ... VOR”In clear text: proceed on this 360 radial away from the station

( “ ... proceed on radial 360 outbound to ... ”In clear text: proceed on this 360 radial outbound to a fix, intersection or other facility

( “ ... proceed on radial 360 inbound to ... VOR”In clear text: proceed on reciprocal of 360 radial, which is 180 to he station

When using the conventional VOR instrument with only a left/right needle (Course DeviationIndicator: CDI)

FNPT II 49 — 70

VHF NAV

VOR HSI

VOR CDI

FNPT II 50 — 70

VOR ORIENTATION

FNPT II 51 — 70

act HDG 090°act HDG 090°

act HDG 090°act HDG 090°

env. 10°

env. 20°

env. 10°

VOR CONCEPT

1) Cadran de 360° (course card).Le cadran peut être régléau moyen de l’OBS de manièreque le QDM ou le QDR vouluapparaisse sous l’index de cap.

2) Index de cap direct (course index).La valeur de la routemagnétique est affichée sousl’index. (Ici: 150°)

3) Aiguille VOR / LOC (VOR / LOC needle). L’aiguille VOR / LOC, appelée également aiguille verticale, symbolise le QDM ou QDR affiché. Elle indique le côté et le déplacement de la lignevoulue.

4) Index du cap inverse (reciprocal course index). Cet index indique la valeur du cap réciproque du capaffiché. (Ici: 330°)

5) Sélecteur de route magnétique ou sélecteur d’azimut (Omni Bearing Selector). Au moyen de cebouton, on peut faire tourner le cadran de 360°.


VOR / ILS: Difference of deflection

FNPT II 52 — 70

!!!

!!

VOR: 1 dot = 2° ILS: 1 dot = 0.5°

VOR ON THE HOLDING


Notes:

FNPT II 53 — 70

!!!

SPECIAL PROCEDURE: DME ARC

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FNPT II 54 — 70

20°

EFFECT OF THE WIND ON THE AIRPLANE


INBOUND TO THE STATION WITHOUT WIND-CORRECTION

FNPT II 55 — 70

DRIFT

SHOW THE WIND ON THE DG


FNPT II 56 — 70

!!

!!

WIND-CORRECTION ANGLE

FNPT II 57 — 70

!!


FNPT II 58 — 70

!

!!

HOLDING PATTERN: NORTH WIND W/O CORRECTION

HOLDING PATTERN: SOUTH WIND W/O CORRECTION

FNPT II 59 — 70

!!

!!

FNPT II 60 — 70

!

FNPT II 61 — 70

!!!

FNPT II 62 — 70

!!

FNPT II 63 — 70

!!


NOTES:

FNPT II 64 — 70

!!

SPECIAL WIND PROCEDURE

FNPT II 65 — 70

!

APPROACH PROFILE

PRECISION APPROACH Draw by heart the profile

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FNPT II 66 — 70

NON-PRECISION APPROACH Draw by heart the profile

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FNPT II 67 — 70

DOLE (LFGJ)

ILS 06 Draw by heart plan & profile

NDB 06 Draw by heart plan & profile

FNPT II 68 — 70

GRENOBLE (LFLS)



FNPT II 69 — 70

BERN (LLSZB)



FNPT II 70 — 70

Documents

GENERAL · 2) Req QDM 265 3) Difference of angle = -interception 4) General direction 5) First Turn 6) Int-HDG 1) Actuel QDM 005 HDG 250 2) Req QDM 355 3) Difference of angle = -interception